Data communication system and method

ABSTRACT

A communication system in a vehicle consist includes a router that is configured to monitor an operational status of a plurality of network channels across a plurality of vehicles in the consist, and to route messages through one or more of the network channels in dependence upon the monitored operational status of the network channels.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. application Ser. No.14/633,255, filed Feb. 27, 2015, which is a continuation-in-part of U.S.patent application Ser. No. 14/566,344, filed Dec. 10, 2014 (the “'344Application”), which is a continuation of U.S. patent application Ser.No. 14/154,373, filed Jan. 14, 2014 (the “'373 Application”)(now U.S.Pat. No. 8,935,022 issued Jan. 15, 2015), which is acontinuation-in-part of U.S. patent application Ser. No. 13/189,944 (the“'944 Application”), U.S. patent application Ser. No. 13/523,967 (the“'967 Application”), U.S. patent application Ser. No. 12/948,053 (the“'053 Application”), U.S. patent application Ser. No. 13/168,482 (the“'482 Application”), U.S. patent application Ser. No. 13/186,651 (the“'651 Application”), U.S. patent application Ser. No. 13/082,738 (the“'738 Application”), and U.S. patent application Ser. No. 13/082,864(the “'864 Application”).

The '944 Application, entitled “System And Method For Communicating DataIn A Locomotive Consist Or Other Vehicle Consist,” was filed on Jul. 25,2011, and is now U.S. Pat. No. 8,798,821 issued Aug. 5, 2014. The '944Application is a continuation-in-part of U.S. patent application Ser.No. 12/683,874, which is entitled “System And Method For CommunicatingData In Locomotive Consist Or Other Vehicle Consist” and was filed onJan. 7, 2010 (the “'874 Application”), now U.S. Pat. No. 8,532,850issued Sep. 10, 2013, which claims priority to U.S. ProvisionalApplication Ser. No. 61/160,930, which was filed on Mar. 17, 2009 (the“'930 Application”). The '944 Application also claims priority to U.S.Provisional Application Ser. No. 61/382,765, filed on Sep. 14, 2010 (the“'765 Application”).

The '967 Application, entitled “System And Method For Communicating DataIn A Passenger Vehicle Or Other Vehicle Consist,” was filed on Jun. 15,2012, and is now abandoned. The '967 Application claims priority to U.S.Provisional Patent Application Ser. No. 61/498,152, which was filed Jun.17, 2011 (the “'152 Application”). The '967 Application is also acontinuation-in-part of the '874 Application, which claims priority tothe '930 Application.

The '053 Application, entitled “Methods And Systems For DataCommunications,” was filed Nov. 17, 2010, and is now abandoned.

The '482 Application, entitled “System And Method For Communicating WithA Wayside Device,” was filed Jun. 24, 2011, and is now abandoned.

The '651 Application, entitled “Communication System And Method For ARail Vehicle,” was filed on Jul. 20, 2011, and is now abandoned.

The '738 Application, entitled “Communication System And Method For ARail Vehicle Consist,” was filed on Apr. 8, 2011, and is now U.S. Pat.No. 8,825,239 issued Sep. 2, 2014. The '738 Application claims priorityto U.S. Provisional Application No. 61/346,448, filed on May 19, 2010,and to U.S. Provisional Application No. 61/361,702, filed on Jul. 6,2010. The '738 Application also is a continuation-in-part of U.S.application Ser. No. 12/891,938, filed on Sep. 28, 2010, now U.S. Pat.No. 8,457,815 issued Jun. 4, 2013, and of U.S. application Ser. No.12/891,936, filed on Sep. 28, 2010 and now U.S. Pat. No. 8,702,043issued Apr. 22, 2014, and of U.S. application Ser. No. 12/891,925, filedon Sep. 28, 2010, now U.S. Pat. No. 8,423,208 issued Apr. 16, 2013.

The '864 Application, entitled “Communication System And Method For ARail Vehicle Consist,” was filed on Apr. 8, 2011, and is now U.S. Pat.No. 8,655,517 issued Feb. 18, 2014. The '864 Application claims priorityto U.S. Provisional Application No. 61/346,448 filed on May 19, 2010 andto U.S. Provisional Application No. 61/361,702, filed on Jul. 6, 2010.The '864 Application also is a continuation-in-part of U.S. applicationSer. No. 12/891,938, filed on Sep. 28, 2010, now U.S. Pat. No. 8,457,815issued Jun. 4, 2013, and of U.S. application Ser. No. 12/891,936, filedon Sep. 28, 2010 and now U.S. Pat. No. 8,702,043 issued Apr. 22, 2014,and of U.S. application Ser. No. 12/891,925, filed on Sep. 28, 2010, nowU.S. Pat. No. 8,423,208 issued Apr. 16, 2013.

This application also is a continuation-in-part of U.S. application Ser.No. 12/212,079 filed Sep. 17, 2008 (“the '079 Application”), whichclaims priority to U.S. Provisional Application No. 61/086,144 filedAug. 4, 2008.

This application also is continuation in part of U.S. application Ser.No. 13/493,315, filed Jun. 11, 2012 (“the '315 Application”), whichclaims priority to U.S. provisional application Ser. No. 61/495,878,filed Jun. 10, 2011.

The entire disclosures of the above applications (e.g., the '373Application, '944 Application, the '967 Application, the '053Application, the '482 Application, the '874 Application, the '930Application, the '765 Application, the '152 Application, the '651Application, the '738 Application, the '864 Application, the '079Application, the '315 Application, etc.) are incorporated by referenceherein in their entireties.

TECHNICAL FIELD

Embodiments of the invention relate to data communications. Otherembodiments relate to data communications in a vehicle or vehicleconsist.

DISCUSSION OF ART

A vehicle consist is a group of two or more vehicles that aremechanically coupled or otherwise linked via communication to traveltogether along a route. Trains may have one or more vehicle consists.Vehicles in a consist include a lead vehicle and one or more trail orremote vehicles. Examples of vehicles that may be used in a consistinclude locomotives, passenger vehicles, marine vessels, or miningequipment. The vehicles of a passenger train, for example, may be fittedwith electrical power for lighting, and optional electric or pneumaticdoor systems, passenger information systems (public address or signage),alarm systems, and equipment for performing other specialized functions.A train may have at least one lead consist, and may also have one ormore remote consists positioned further back in the train.

In a locomotive consist, each locomotive may include a connection ateach end of each locomotive to couple the power and brake systems of onelocomotive to one or more adjacent locomotives such that they functiontogether as a single unit. Each locomotive may be connected tosubsequent locomotives via a cable. Likewise, passenger vehicles in apassenger vehicle consist may be connected via a cable. The cable thatconnects these consists may be referred to in the industry as a multipleunit cable or “MU” cable. The MU cable may be a port and jumper cablethat may include about twenty-seven pins on each end. The MU cable mayinclude an electrical power transmission line, such that electricalpower may be distributed from a locomotive, control cab, or otherpassenger vehicle in consist to the other vehicles in consist. The MUcable may provide electrical power to run electronics or other systemson-board the vehicles, such as the lighting, automatic door systems,passenger information systems, alarm systems, and/or the like.

Two or more of the vehicles in consist may each include an on-boardcontroller or other electronics. In some cases, it may be desirable tolink the on-board electronics together as a computer network, such thatelectronics of the lead vehicle (e.g., locomotive, control cab, orpassenger vehicle) in consist can communicate with electronics of theother vehicles in consist.

Heretofore, communications in a locomotive consist were realized usingvarious methods. A first method involves wireless communications betweenthe vehicles in consist using radio equipment. Wireless communications,however, are costly to implement, and are particularly prone to crosstalk between connected vehicles and vehicles not physically connected onadjacent tracks. A second method involves running dedicated networkcables between the linked vehicles in consist. However, in most casesthis requires retrofitting existing vehicles with additional cables,which is oftentimes cost prohibitive. Installation of additionalconnectors and wiring is expensive, increases downtime, and lowersreliability of consists in the train. Additionally, since the cabling isexposed in the separation space between adjacent linked vehicles, thecabling may be prone to failure if the vehicle consist is operated inharsh environmental conditions, e.g., bad weather. There is alsoadditional labor required to connect vehicles with dedicated networkcables, requiring additional training. Finally, installing additionalfunctions or upgrading functions such as positive train control (PTC) orpassenger information systems require additional connectivity which maynecessitate that even more cabling may be run between the vehicles inconsist, especially for older trains that are not equipped with highlevel function connectivity.

A consist of vehicles under multiple-unit (MU) control may be controlledfrom a single location, in order to coordinate the vehicles to providepower to propel the consist. The vehicles may be spread throughout theconsist to provide increased efficiency and greater operationalflexibility. In one example configuration, control data generated at alead control vehicle is sent through a dedicated, narrow-band radio linkto other, remote vehicles, to control operation of the consist from asingle location.

Under some conditions, radio transmissions between the lead vehicle andthe remote vehicles may be lost or degraded. For example, on someterrain, long consist configurations lose direct line-of-sight betweenremote vehicles, and radio transmission signals do not properly reflectoff of the surrounding terrain to reach the remote vehicles, resultingin a loss of data communication. Such periods of lost data communicationmay reduce performance capability, increase fuel consumption, and reducereliability of consist operation.

Certain vehicle routes (e.g., railroad tracks) may be outfitted withwayside signal devices. Such devices may be controllable to provideinformation to vehicles and vehicle operators traveling along the route.For example, a traffic control signal device might be controllable toswitch between an illuminated green light, an illuminated yellow light,and an illuminated red light, which might be understood in the trafficsystem to mean “ok to proceed,” “prepare to stop,” and “stop,”respectively, for example.

In a first category of wayside signal device, each device is amechanical, non-electrical signal device, which does not electricallycommunicate with other devices. For example, it may be the case that themechanical signal device is mechanically interfaced with a proximaterail switching device, so that if the switching device is in a firstposition, the signal device is automatically mechanically controlled tobe in a first state (such as a signal arm being moved to a raisedposition), and if the switching device is in a second, differentposition, the signal device is automatically mechanically controlled tobe in a second, different state (such as the signal arm being moved to alowered position).

In another category of wayside signal device, each device is providedwith electrical power, but is otherwise “self-contained” and does notcommunicate with a centralized traffic control center or other remotelocation. For example, it may be the case that the wayside signal deviceis responsive to the current position of a local rail switching device,so that if the switching device is in a first position, a first signallight portion of the wayside signal device is automatically illuminated,and if the switching device is in a second, different position, a secondlight portion of the wayside signal device is illuminated.

In another category of wayside signal device, each device is providedwith electrical power, and is able to communicate with a centralizedtraffic control center or other remote location, for control and otherpurposes. For example, it may be the case that an entity at the remotelocation is able to transmit control signals to the wayside signaldevice for switching between different signal aspects, and/or thewayside signal device may provide information to the remote locationabout its current or present signal aspect (meaning the signal aspectpresented by the wayside signal device at the time the information isgenerated and communicated). A copper cable may be provided to transmitsuch control signals and information, but this is expensive due to thelong distances involved and the work required for installation andmaintenance.

As modern traffic systems increase in complexity, it may be desirable toincrease the degree and extent to which it is possible to communicatewith wayside signal devices. However, for mechanical signal devices and“self-contained”/local electrical wayside signal devices, it is notpossible to communicate with the device at all, and for other signaldevices, existing communication pathways (e.g., copper cables) may beinsufficient.

Vehicles in a vehicle consist can report measurements of various onboardsystems so that the lead vehicle can monitor states of the onboardsystems. These measurements can be periodically updated so that the leadvehicle is repeatedly made aware of the state of onboard systems. Duringa fault or other problem, however, a component onboard the lead vehiclethat is monitoring the states of other systems of the vehicle consistmay lose these measurements. As one example, after an onboard computerof a lead rail vehicle re-sets or re-boots, the computer may lose themeasurements of the systems onboard the trail or remote vehicles. Safetyrestrictions on the lead vehicle may automatically stop movement of thevehicle consist in response to such a fault, and/or prevent the leadvehicle from moving the vehicle consist until more measurements orreplacement measurements are obtained, which can take a significantperiod of time. As a result, significant travel time may be lost.

BRIEF DESCRIPTION

In one embodiment, a method (e.g., for communicating data) includesobtaining operational data associated with one or more control systemsof a vehicle consist formed by at least a first vehicle and one or moresecond vehicles traveling together along a route. The operational datacan be obtained at the first vehicle of the vehicle consist, and can beconfigured to be used to determine an operational capability of thevehicle consist. The method also can include communicating theoperational data from the first vehicle to at least one of the one ormore second vehicles in the vehicle consist and, responsive to a loss ofthe operational data at the first vehicle, communicating at least theoperational data that was lost at the first vehicle from at least one ofthe one or more second vehicles to the first vehicle. The method alsocan include determining, onboard the first vehicle, the operationalcapability of the vehicle consist to perform a movement event using theat least the operational data that was lost at the first vehicle andcommunicated from the at least one of the one or more second vehicles tothe first vehicle.

In another embodiment, a system (e.g., a communication system) includesa transceiver unit and a memory. The transceiver unit can be configuredto be disposed onboard a first vehicle of a vehicle consist formed bythe first vehicle and one or more second vehicles traveling togetheralong a route. The transceiver unit also can be configured to obtainoperational data associated with one or more control systems of thevehicle consist. The operational data can be configured to be used todetermine an operational capability of the vehicle consist. The memorycan be configured to be disposed onboard the first vehicle and to storethe operational data obtained from the one or more second vehicles inthe vehicle consist. The transceiver unit also can be configured tocommunicate the operational data from the first vehicle to at least oneof the one or more second vehicles in the vehicle consist and,responsive to a loss of the operational data from the memory onboard thefirst vehicle, the transceiver unit can be configured to receive atleast the operational data that was lost at the first vehicle from atleast one of the one or more second vehicles. A controller can beconfigured to be disposed onboard the first vehicle and to determine theoperational capability of the vehicle consist to perform a movementevent using the at least the operational data that was lost at the firstvehicle and communicated from the at least one of the one or more secondvehicles to the first vehicle.

In another embodiment, a system (e.g., a communication system) includesa controller and a brake sensing device. The controller can beconfigured to be disposed onboard a lead vehicle in a vehicle consistthat includes the lead vehicle and one or more remote vehicles. Thecontroller also can be configured to remotely control operation of theone or more remote vehicles to control movement of the vehicle consist.The brake sensing device can be configured to be disposed onboard thevehicle consist and to measure characteristic of an air brake system ofthe vehicle consist. The controller can be configured to store thecharacteristic of the air brake system that is measured by the brakesensing device and to communicate the characteristic of the air brakesystem to at least one of the remote vehicles for storage onboard the atleast one of the remote vehicles. Responsive to a fault at thecontroller that causes loss of the characteristic of the air brakesystem at the controller of the lead vehicle, the controller can beconfigured to receive, from the at least one of the remote vehicles, thecharacteristic of the air brake system that was communicated from thecontroller to the at least one of the remote vehicles.

An embodiment relates to a communication method for a consist comprisinga plurality of vehicles. The method includes linking the plurality ofvehicles to establish a data network. For example, linking may includecommunicating over a communications path established between thevehicles, according to established protocols, in a manner that isdesignated for establishing the data network. The method furtherincludes designating a first vehicle of the plurality of vehicles as anetwork lead vehicle of the data network. “Network lead vehicle” means avehicle in the consist that is primarily responsible for controllingoperations of the data network in the consist. The method furtherincludes designating a second vehicle of the plurality of vehicles as anetwork trail vehicle of the data network. “Network trail vehicle” meansa vehicle in the consist that is subordinate to the network lead vehiclein regards to one or more aspects of data network operation. The methodfurther includes communicating network data between the plurality ofvehicles (e.g., to/from one vehicle to/from another vehicle or vehicles)based at least in part on the first vehicle designated as the networklead vehicle and the second vehicle designated as the network trailvehicle. Thus, for example, the network lead vehicle may be responsiblefor setting up and maintaining network routing tables for servicesand/or communications in the network, and the network trail vehicle maycommunicate according to the network routing tables set up andmaintained by the network lead vehicle.

In an embodiment where the vehicles are rail vehicles in a rail vehicleconsist, the method includes linking the plurality of rail vehicles toestablish a data network. The method further includes designating afirst rail vehicle of the plurality of rail vehicles as a network leadrail vehicle of the data network. As with network lead vehicles moregenerally, “network lead rail vehicle” (e.g., network lead locomotive)refers to a locomotive or other rail vehicle in the consist that isprimarily responsible for controlling operations of the data network inthe consist. The method further includes designating a second railvehicle of the plurality of rail vehicles as a network trail railvehicle of the data network. “Network trail rail vehicle” (e.g., networktrail locomotive) means a locomotive or other rail vehicle in theconsist that is subordinate to the network lead rail vehicle in regardsto one or more aspects of data network operation. The method furtherincludes communicating network data between the plurality of railvehicles based at least in part on the first vehicle designated as thenetwork lead vehicle and the second vehicle designated as the networktrail vehicle. As indicated, the rail vehicles may be locomotives.

Another embodiment relates to a communication system (e.g., for avehicle consist) comprising a first controller unit configured foroperative coupling in a first rail vehicle. The first controller unit isconfigured, when the first rail vehicle is linked with one or moresecond rail vehicles in a data network of a consist, to designate one ofthe first rail vehicle or one of the one or more second rail vehicles asa network lead rail vehicle of the data network and to designate allother rail vehicles in the consist as network trail rail vehicles of thedata network. The first controller unit is further configured to controlcommunications of network data between the first rail vehicle and theone or more second rail vehicles based at least in part on the networklead rail vehicle and network trail rail vehicle designations. Again,the rail vehicles may be locomotives.

In another embodiment of a communication system, the communicationsystem includes a first controller unit configured for operativecoupling in a first rail vehicle. The first controller unit isconfigured, when the first rail vehicle is linked with one or moresecond rail vehicles in a data network of a consist, to enter a firstdesignated mode of operation responsive to communications between thefirst rail vehicle and the one or more second rail vehicles forselecting the first rail vehicle to operate in the first designated modeof operation and the one or more second rail vehicles to operate in adifferent, second designated mode of operation. The first controllerunit is further configured, when in the first designated mode ofoperation, to at least one of: coordinate data traffic in the datanetwork of the consist; and/or configure and manage services availableto plural entities of the data network of the consist (entity referringto a device or other system or subsystem that utilizes and/orcommunicates network data). The rail vehicles may be locomotives.

Other embodiments relate to a system and method for managing networkservices and devices among a plurality of locomotives or other vehiclesin a consist. For example, in one embodiment of a communication method,the method includes, in a vehicle consist comprising a plurality ofvehicles connected in a data network, storing in a first vehicle of theconsist a list of available services that are available across one ormore of the vehicles of the consist connected in the data network. Forexample, the services may comprise functions that can be performed byavailable devices of the network, which process, communicate, orotherwise use network data. (“Available” service or device refers to aservice or device that is operably connected for potentially usingnetwork data that is communicated in the data network, not necessarilythat the service or device is currently operational for doing so.) Themethod further includes, at the first vehicle, communicating firstinformation of the list of available services to other vehicles in theconsist.

In another embodiment of a communication method in a vehicle consistcomprising a plurality of vehicles linked together in a data network,the method includes monitoring plural available devices of the vehiclesin the consist to determine respective operational statuses of theplural available devices. The method further includes maintaininginformation of the operational statuses of the plural available devicesin a database, and communicating the information of the operationalstatuses to the plural vehicles in the consist.

In another embodiment of a communication method in a vehicle consistcomprising a plurality of vehicles linked together in a data network,the method includes receiving information of respective operationalstatuses of plural available devices and/or services of the vehicles inthe consist. The method further includes maintaining information of theoperational statuses of the plural available devices and/or services ina database, communicating the information of the operational statuses tothe plural vehicles in the consist, and routing data in the data networkbased at least in part on the information of the operational statuses.

Another embodiment relates to a communication system. The systemincludes a monitoring device configured for deployment on board avehicle consist having a plurality of vehicles linked together in a datanetwork. The monitoring device is further configured to communicate withplural available devices of the vehicles for determining respectiveoperational statuses of the available devices. The monitoring device isfurther configured to store information of the operational statuses ofthe available devices. The system further includes a signal transmittingdevice configured for deployment on board the vehicle consist, andfurther configured to communicate the information of the operationalstatuses of the available devices to the plural vehicles and/or to routenetwork data based on the information of the operational statuses of theavailable devices.

Another embodiment relates to a system for managing network servicesamong locomotives or other vehicles in a consist. The system includes afirst available device positioned in a first locomotive (or other firstvehicle) in the consist, and a second available device positioned in asecond locomotive (or other second vehicle) in the consist. The firstand second available devices are at least substantially equivalent (alsoreferred to as a substantially similar), meaning that in regards to adesignated function, the devices are both capable of performing thedesignated function at the same performance level, or of performing thedesignated function not at the same performance level but within adesignated performance tolerance range (e.g., 5-10%), or of performing adifferent function that nevertheless meets one or more operational orperformance criteria of the designated function. The system furtherincludes a monitoring device configured for deployment on one of thelocomotives (or other vehicles) in the consist and to communicate withthe first and second available devices. The monitoring device is furtherconfigured to determine an operational status of the first and secondavailable devices. The system further includes a signal transmittingdevice configured to communicate with the first and second availabledevices and configured to route traffic to the first available device orthe second available device when the monitoring unit determines that theother of the first available device or the second available device hasentered into a failure state (meaning incapable of performing adesignated function at all, or incapable of performing the designatedfunction above designated performance level threshold(s)).

Other embodiments relate to a system and method for managing ahigh-availability network for a locomotive consist or other vehicleconsist. (High availability refers to having a greater degree ofavailability, by way of communicating over plural networks and/orchannels, than communicating over fewer networks and/or channels.) Forexample, in one embodiment of a method for communications in a vehicleconsist, the method includes monitoring respective operational statusesof a plurality of network channels across a plurality of vehicles in theconsist, and routing messages through one or more of the networkchannels in dependence upon the monitored operational statuses of thenetwork channels.

In another embodiment, a method for communications in a vehicle consistincludes monitoring respective operational statuses of a first networkand a second network of the vehicle consist. The first and secondnetworks are at least logically distinct (meaning physically differentand separate, or otherwise separated by using designated communicationlogic, such that data can be transmitted independently through thenetworks). The method further includes routing messages through thefirst network and the second network based at least in part on themonitored operational statuses of the first network and the secondnetwork.

In another embodiment, the logically distinct networks share a commonphysical infrastructure while still maintaining logically and physicallyindependent networks. Thus, if a portion of the infrastructure isnonfunctional with the first network, that portion may be operable withthe second network. The two networks may employ similar or differenttopologies while sharing common elements such as a main-backbone. Thetwo networks may employ different encryption and communicationsprotocols. The two networks may use different frequencies to transmitdata through common infrastructure elements. Or they may use differentwires of a multi-wire cable system. In other embodiments, alternativelyor additionally, the logically distinct networks utilize network dataaddresses (e.g., IP addresses) with different network or routingprefixes, that is, the most-significant bit-groups in their IP addressesare different from one another. As opposed to having (for example) IPaddresses with the same network prefix, such as with subnetworks.

In another embodiment, a method for communications in a vehicle consistincludes, at a first vehicle of the vehicle consist, transmitting and/orreceiving first signals of a first network established between the firstvehicle and one or more second vehicles of the vehicle consist. Themethod further includes, at the first vehicle, transmitting and/orreceiving second signals of a second network established between thefirst vehicle and one or more second vehicles of the vehicle consist.The first and second networks are at least logically distinct.

Another embodiment relates to a system for communications in a vehicleconsist. The system includes a routing unit (i.e., data network router)configured for communication across a first plurality of communicationchannels associated with a first vehicle of the vehicle consist and asecond plurality of communication channels associated with a secondvehicle of the vehicle consist. The routing unit is configured fordeployment on board one of the first vehicle or the second vehicle. Therouting unit is further configured for routing a message through atleast one of the first plurality of communication channels and at leastone of the second plurality of channels in dependence upon respectiveoperational statuses of the first and second pluralities ofcommunication channels.

Another embodiment relates to a system for managing a high-availabilitynetwork for a locomotive (or other vehicle) consist. The system includesa first plurality of communication channels associated with a firstlocomotive and a second plurality of communication channels associatedwith a second locomotive. A routing unit in communication with the firstand second plurality of communication channels is configured for routinga message through at least one of the first plurality of communicationchannels of the first locomotive and at least one of the secondplurality of channels of the second locomotive in dependence upon anoperational status of the first and second plurality of communicationchannels.

Yet other embodiments relate to a system and method for resolving aconflict between IP addresses of locomotives or other vehicles in aconsist. In one embodiment of the method, it is determined that a firstlocomotive or other first vehicle in the consist has an IP address thatis the same as an IP address of a second locomotive or other vehicle inthe consist. An unused IP address is then identified and assigned to thefirst vehicle or to the second vehicle.

In one embodiment, a method for communications in a vehicle consist(e.g., a locomotive or other rail vehicle consist) includes determiningthat a first vehicle in the vehicle consist (e.g., a first locomotive orother first rail vehicle) has a network address (e.g., a first IPaddress) that is the same as a network address (e.g., a second IPaddress) of a second vehicle in the vehicle consist (e.g., a secondlocomotive or other second rail vehicle). The method further includesidentifying an unused network address, and communicating signals forassignment of the unused network address to one of the first vehicle orthe second vehicle. By referring to a vehicle having a network address,this includes: the vehicle itself having the network address associatedwith the vehicle; and/or that a component of the vehicle capable ofnetwork communications has the network address assigned, determined, orotherwise associated with it.

In another embodiment, a method for communications in a vehicle consist(e.g., a locomotive or other rail vehicle consist) includes determining(e.g., calculating, identifying, allocating, or the like) a firstnetwork address (e.g., a first IP address) for a first vehicle in thevehicle consist (e.g., a first locomotive or other first rail vehicle)and a second network address (e.g., a second IP address) for a secondvehicle in the vehicle consist (e.g., a second locomotive or othersecond rail vehicle). The first vehicle and the second vehicle arelinked in a data network. The method further includes identifying aconflict between the first network address and the second networkaddress. For example, the conflict might be that the first networkaddress is the same as the second network address. Responsive toidentifying the conflict, the method further includes selecting thefirst vehicle for network address re-assignment (i.e., one of the firstvehicle or the second vehicle is selected, and in this example it is thefirst vehicle that is selected). The method further includes determininga third network address that is not in conflict with the second networkaddress of the second vehicle, and assigning the third network addressto the first vehicle in place of the first network address. Data iscommunicated in the data network based at least in part on the secondnetwork address and the third network address.

In another embodiment, a method for communications in a vehicle consist(e.g., a locomotive or other rail vehicle consist) includes determiningthat a first vehicle in the vehicle consist (e.g., a first locomotive orother first rail vehicle) has a first network address that is the sameas a second network address of a second vehicle in the vehicle consist(e.g., a second locomotive or other second rail vehicle). The firstvehicle and the second vehicle are linked in a network. The methodfurther includes identifying an unused network address of the network,and communicating signals for assignment of the unused network addressto one of the first vehicle or the second vehicle.

Another embodiment relates to a system for communications in a vehicleconsist (e.g., a locomotive or other rail vehicle consist). The systemincludes a conflict determination module configured for communicationwith a first vehicle (e.g., a first locomotive or other first railvehicle) having a first network address (e.g., a first IP address) and asecond vehicle (e.g., a second locomotive or other second rail vehicle)having a second network address (e.g., a second IP address). Theconflict determination module is further configured to determine if thefirst network address is the same as the second network address. Thesystem further includes a control module configured for deployment on atleast one of the first vehicle or the second vehicle and furtherconfigured to identify an unused network address. The control module isconfigured to assign the unused network address to one of the firstvehicle or the second vehicle if the conflict determination moduledetermines that the first network address is the same as the secondnetwork address.

Any of the aforementioned embodiments are also applicable forcommunicating data in vehicle consists generally. “Vehicle consist”refers to a group of vehicles that are mechanically coupled or linkedtogether to travel along a route.

In any of the embodiments set forth herein, data transmitted over the MUcable bus or other communication means may be used for locomotive orother vehicle control, such as controlling the locomotive or othervehicle for movement along a route. While this Ethernet over MUcommunications system may be utilized in connection with the embodimentsof the invention discussed below, the embodiments are not limited to usewith an Ethernet over MU system. In particular, the embodiments of thepresent invention discussed below may also be employed and utilized inconnection with a wireless communications system such as one using radioequipment to facilitate communication between locomotives in theconsist. In addition, the embodiments described below may also be usedwith a communication system that utilizes dedicated network cablesbetween the linked locomotives in a consist.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of a communication system forcommunicating data in a vehicle consist, according to an embodiment ofthe invention;

FIG. 2 is a schematic diagram of an MU cable bus in a vehicle, shown inthe context of the communication system of FIG. 1;

FIGS. 3 and 7 are schematic diagrams of MU cable jumpers;

FIG. 4 is a schematic diagram of a router transceiver unit according toan embodiment of the invention;

FIG. 5 is a schematic diagram illustrating the functionality of a signalmodulator module portion of a router transceiver unit, according to anembodiment of the invention;

FIG. 6 is a circuit diagram of another embodiment of a routertransceiver unit;

FIG. 8 is a schematic diagram of an embodiment of the communicationsystem implemented in conjunction with an ECP train line;

FIGS. 9-12 are schematic diagrams of various embodiments of thecommunication system using a cable run to bypass part of the MU cablebus in a vehicle;

FIGS. 13-16 are schematic diagrams of various embodiments of thecommunication system, having a redundant router transceiver pair,according to an embodiment of the invention;

FIGS. 17-19 are schematic diagrams of different sets of routertransceiver units disposed on-board a vehicle in accordance with variousembodiment;

FIG. 20 is a flowchart of a method for communicating data in a vehicleconsist in accordance with one embodiment;

FIG. 21 is a schematic diagram of an example embodiment of a railvehicle system of the present disclosure;

FIG. 22 is a flow diagram of an example embodiment of a method forrelaying data communications through a wayside wireless network betweenremote rail vehicles of a multiple-unit rail vehicle system;

FIG. 23 is a flow diagram of an example embodiment of a method forrelaying data communications through a wayside wireless network betweenremote rail vehicles of a multiple-unit rail vehicle system in responseto a loss of data communications;

FIG. 24 is a flow diagram of an example embodiment of a method fortransferring control to a rail vehicle of a multiple-unit rail vehiclesystem through a wayside wireless network;

FIG. 25 is a flow diagram of an example embodiment of a method fordistributing operating tasks to different remote resources of amultiple-unit rail vehicle system through a wayside wireless networkresponsive to resource degradation;

FIG. 26 is a flow diagram of an example embodiment of a method fordistributing operating tasks to different remote resources of amultiple-unit rail vehicle system through a wayside wireless networkresponsive to a change in operating load;

FIG. 27 illustrates a schematic diagram of one embodiment of acommunication system;

FIG. 28 is a flowchart of a method for communicating network data;

FIG. 29 is a schematic diagram of one embodiment of a node that iscoupled with a plurality of the router transceiver units and the waysidedevices by a power supply conductor shown in FIG. 27;

FIG. 30 is a schematic diagram of another embodiment of a node that iscoupled with a plurality of the router transceiver units and the waysidedevices by a power supply conductor shown in FIG. 27;

FIG. 31 is a schematic diagram of another embodiment of a node that iscoupled with a plurality of the router transceiver units and the waysidedevices by plural power supply conductors shown in FIG. 27;

FIG. 32 is a schematic diagram of another embodiment of a routertransceiver unit;

FIG. 33 is a schematic diagram of another embodiment of a routertransceiver unit;

FIG. 34 is a schematic diagram of another embodiment of a routertransceiver unit;

FIG. 35 is a schematic illustration of one embodiment of a vehicleconsist;

FIG. 36 is a schematic diagram of one embodiment of a communicationsystem that communicates data signals between a first vehicle and asecond vehicle of the consist shown in FIG. 35;

FIG. 37 is a flowchart of an embodiment of a method for communicatingdata signals in a vehicle consist;

FIG. 38 is a schematic illustration of another embodiment of a vehicle;

FIG. 39 is a flowchart of one embodiment of a method for communicatingdata;

FIG. 40 is a flowchart illustrating an exemplary method for establishinga network across a plurality of locomotives in a consist, according toan embodiment of the present invention;

FIG. 41 is a schematic diagram of a system for establishing a networkacross a plurality of locomotives in a consist, according to anembodiment of the present invention;

FIG. 42 is a flowchart illustrating an exemplary method for managingnetwork services among a plurality of networked locomotives in aconsist, according to an embodiment of the present invention;

FIG. 43 is a schematic diagram of a system for managing network servicesamong locomotives in a consist, according to an embodiment of thepresent invention;

FIG. 44 is a flowchart illustrating an exemplary method for managing ahigh-availability network for a locomotive consist, according to anembodiment of the present invention;

FIG. 45 is a flowchart illustrating an exemplary method for managing ahigh-availability network for a locomotive consist, according to anotherembodiment of the present invention;

FIG. 46 is a schematic diagram of a system for managing ahigh-availability network for a locomotive consist, according to anembodiment of the present invention;

FIG. 47 is a flowchart illustrating an exemplary method for resolving aconflict between IP addresses of locomotives in a consist, in accordancewith an embodiment of the present invention; and

FIG. 48 is a schematic diagram of a system for resolving a conflictbetween IP addresses of locomotives in a consist, in accordance with anembodiment of the present invention.

DETAILED DESCRIPTION

Embodiments of the invention relate to data communications. Otherembodiments relate to data communications in a locomotive consist orother vehicle consists.

As used herein, “consist” refers to a group of vehicles, such as railvehicles, that are coupled or linked together (e.g., mechanically orlogically coupled) to travel on a track that extends along the route ofconsist. Likewise, “vehicle consist” refers to a group of vehicles thatare coupled or linked together to travel. In embodiments, the vehiclesare mechanically linked, and in other embodiments, alternatively, thevehicles are not mechanically linked together but instead communicatewith each other so that the vehicles coordinate movements and the groupof vehicles moves along a route together in a coordinated manner.“Passenger vehicle” or “passenger train” means rolling stock used inpublic and private transit railway operations including but not limitedto passenger cars, power cars, control cars, dining, sleeping, baggagecars, or mail cars in coupled or individual operation, or combinationsthereof These vehicles may be used in operations described as freightrail, passenger rail, high speed rail, commuter rail, rail transit,metro, light rail, trams, tramways, or train-tram. “Router transceiverpair” means two router transceiver units, each in a different vehicle;the two units may be logically connected, e.g., in the same networkgroup (described below), or not.

“Network data” refers to data that is packaged in packet form, meaning adata packet that comprises a set of associated data bits. “Networkdata,” as used herein, may include high-bandwidth data and refers todata that is packaged in packet form as data packets. Each data packetcan include the network address of a recipient of the data packet.“High-bandwidth data” refers to data that is transmitted at averagerates of 10 Mbit/sec or greater. High-bandwidth data may include dataother than network data, such as non-network data/control information.“Non-network” control information refers to data or other information,used in the vehicle consist for control purposes, which is not packetdata. In contrast, “low bandwidth” data is data transmitted at averagerages of less than 10 Mbit/sec, and “very low bandwidth” data (a type oflow bandwidth data) is data transmitted at average rates of 1200bits/sec or less.

As used herein, the term “module” may include a hardware and/or softwaresystem that operates to perform one or more functions. For example, amodule may include a computer processor, controller, or otherlogic-based device that performs operations based on instructions storedon a tangible and non-transitory computer readable storage medium, suchas a computer memory. Alternatively, a module may include a hard-wireddevice that performs operations based on hard-wired logic of the device.The modules shown in the attached figures may represent the hardwarethat operates based on software or hardwired instructions, the softwarethat directs hardware to perform the operations, or a combinationthereof.

As used herein, “electrical power” is to be distinguished fromelectrical signals, e.g., data, transmitted over the electrical powertransmission line. For example, “electrical power” is non-dataelectricity, meaning electricity that is not used to convey information.In addition, electrical power may be in the range of multiple amperesand/or multiple thousands of watts. The term “MU cable bus” refers tothe entire MU cable bus or any portion(s) thereof, e.g., terminalboards, ports, jumper cable, conduit portions, and the like. The term“cable bus” includes MU cable busses, and other informationcommunication paths. “Wayside device” refers to a mechanically orelectrically controllable device that is positioned along a rail vehicleroute or other vehicle route. “Operably coupled” or “operativelycoupled” can include connecting two or more components with one or moremechanical, wired, and/or wireless connections.

With reference to FIG. 1, embodiments of the invention relate to acommunication system 10 and method for communicating data in a vehicleconsist 12. In one embodiment, the vehicle consist is a rail vehicleconsist that may include a group of locomotives that are mechanicallycoupled or linked together to travel along a railway 14. In anotherembodiment, the vehicle consist is a rail vehicle consist that mayinclude a group of passenger vehicles that are mechanically coupled orlinked together to travel along the railway.

In the system, network data 16 is transmitted from one vehicle 18 a inconsist (e.g., a lead vehicle 18 a, such as a lead locomotive, firstpassenger vehicle, or control cab) to another vehicle 18 b in consist(e.g., a trail vehicle 18 b, such as a trail locomotive or a trailpassenger vehicle for accommodating passengers). Each vehicle 18 a-18 cis adjacent to and mechanically coupled with another vehicle in consistsuch that all vehicles in consist are connected. Each data packet 20 mayinclude a data field 22 and a network address or other address 24uniquely associated with a computer unit or other electronic componentin consist.

The network data is transmitted over a multiple unit (MU) cable bus 26.The MU cable bus is an existing electrical bus interconnecting the leadvehicle 18 a and the trail vehicles 18 b, 18 c in consist 12. The MUcable bus may include an electrical power transmission line. The MUcable bus is used in the vehicle consist for transferring non-networkcontrol information 28 between vehicles in consist. In another aspect,non-network control information is not packet data, and does not includerecipient network addresses. The MU cable bus may provide electricalpower between vehicles in consist, such as to run electronics or othersystems, such as lighting systems.

In another embodiment, as discussed in more detail below, the networkdata is converted into modulated network data 30 for transmission overthe MU cable bus. The modulated network data 30 may be orthogonal to thenon-network control information 28 transferred between vehicles over theMU cable bus 26, to avoid interference. At recipient/subsequentvehicles, the modulated network data 30 is received over the MU cablebus and de-modulated for use by a vehicle electronic component/unit 32a, 32 b, and/or 32 c. For these functions, the communication system 10may comprise respective router transceiver units 34 a, 34 b, 34 cpositioned in the lead vehicle 18 a and each of the trail vehicles 18 b,18 c in the vehicle consist.

By using an existing inter-vehicle cable bus for transmitting networkdata, such as high-bandwidth network data, between vehicles in consist,the system and method of the present inventive subject matter avoidsinterference and other problems associated with wireless transmissions,and obviates the need to specially outfit the vehicles with dedicatednetwork cables. In addition, the system and method of the presentinventive subject matter obviate the need to run additional cablingbetween the vehicles to provide for the installation of additionalfunctions or upgrading functions that require additional connectivity,especially on trains that are not already equipped with some form ofhigh level function connectivity.

In an embodiment, the transmission of data over the existing MU cablebus interconnecting the vehicles 18 a-18 c of consist allows for theavailability of additional functions or for upgrading functions such aspositive train control (PTC), automatic door systems, andpassenger/public information systems on the vehicle consist. Examples ofhigher level functions or features are described hereinafter. Forexample, one of the electronic components 32 a-32 c may be configured tomeasure a length of the vehicle consist by measuring at least one eventbetween a front vehicle and a rear vehicle in consist. In anotherembodiment, one or more of the electronic components 32 a-32 c mayassess consist integrity through continuous or polling communicationswith a rearward-disposed vehicle in consist, determine a position of oneor more vehicles in consist by synchronizing one or more measured eventsbetween selected vehicles in consist, and/or determine a distancebetween selected vehicles, such as a first and second vehicle. Inaddition, the system may poll individual vehicles that may be equippedwith an electronic component 32 a-32 c through the transmission ofsignals/data over the cable bus.

In another embodiment, one or more of the electronic components maytransmit video data over the MU cable bus (as a video data stream) andto display or process the video data for clearing doors at anunload/load platform such that passengers may unload from and/or loadonto the vehicles while being safely monitored. In another embodiment,one or more of the electronic components may be configured or controlledto access one or more of redundant communications, public informationsystems and train control equipment over the cable bus. The controllingof public information systems may include controlling PA systems, e.g.,linking speakers such that information or commands may be automaticallybroadcast to all or select locomotives at desired times. In addition,the controlling of public information systems may include thecontrolling of alarms at one or more of the vehicles from another of thevehicles, such as a lead locomotive or control cab.

Through the linking of the vehicles through the cable bus, and thetransmission of data thereover, access to redundant communications maybe provided. In an embodiment, an electronic component, e.g., electroniccomponent 32 a, can determine that another electronic component, such asa PA system on another vehicle, is in a failure state. A failure stateis where the electronic component is unable to perform its function.Accordingly, the system, through data transmission over the cable bus,may determine when another electronic component is in a failure state,and can then transmit data in the form of commands, e.g., from a datatransmitter module, to another electronic component on a differentvehicle that is capable of performing the same function, such thatfunctionality of the failed component is not lost throughout the entireconsist. This same redundant communications functionality may also beused for train control equipment. In an embodiment, the system may beable to link, in a communications sense, a front control cab and a rearcontrol cab. Accordingly, as a result of the transmission of data overthe existing cable bus, in an embodiment, the system may provide forenhanced feature availability when driving from a rear control cab,without having to retrofit consist with other cabling, wires or thelike.

In an embodiment, the transmission of data across the cable bus permitsthe implementation of higher function systems and control features withminimum effort and expense, e.g., without having to install additionalwires, cables, connectors, and the like. Moreover, this higher-levelfunctionality may even be added to older cars that do not havehigher-level function connectivity by utilizing only thevehicle-to-vehicle power connections, i.e., the existing cable bus.

A schematic diagram illustrating the path of the cable bus is shown inFIG. 2. Other configurations are possible, depending on the type ofvehicle involved. As noted above, the cable bus may be an existingelectrical bus interconnecting the lead vehicle 18 a and the trailvehicles in consist. The cable bus may include an electrical powertransmission line. In each vehicle, e.g., the lead vehicle 18 a as shownin FIG. 2, the cable bus may include or be coupled to a front MU port36, a rear MU port 38, and an internal MU electrical system 40 thatconnects the front port 36 and the rear port 38 to one or moreelectronic components 32 a of the vehicle 18 a. In the illustratedexample, the internal MU electrical system 40 comprises a front terminalboard 42 electrically connected to the front MU port 36, a rear terminalboard 44 electrically connected to the rear MU port 38, a centralterminal board 46, and first and second electrical conduit portions 48,50 electrically connecting the central terminal board 46 to the frontterminal board 42 and the rear terminal board 44, respectively. The oneor more electronic components 32 a of the lead vehicle 18 a may beelectrically connected to the central terminal board 46, and thereby tothe MU cable bus 26 generally. Although the front MU port 36 and rear MUport 38 may be located generally at the front and rear of the vehicle 18a, this is not always the case, and designations such as “front,”“rear,” “central,” etc. are not meant to be limiting but are insteadprovided for identification purposes.

As shown in FIGS. 2 and 3, the MU cable bus 26 further comprises an MUcable jumper 52. The jumper may include first and second plug ends 54,56 and a flexible cable portion 58 electrically and mechanicallyconnecting the plug ends together. The plug ends 54, 56 fit into the MUports 36, 38. The MU cable jumper may be electrically symmetrical,meaning either plug end can be attached to either port. The MU cablejumper may be used to electrically interconnect the internal MUelectrical systems 40 of adjacent vehicles 18 a, 18 b. As such, for eachadjacent pair of vehicles 18 a, 18 b, one plug end of an MU cable jumperis attached to the rear MU port 38 of the front vehicle 18 a, and theother plug end 56 of the MU cable jumper is attached to the front MUport 36 of the rear vehicle 18 b. The flexible cable portion 58 of theMU cable jumper extends between the two plug ends, providing a flexiblebut secure electrical connection between the two vehicles.

Depending on the particular type and configuration of vehicle, theelectrical conduit portions 48, 50 and MU cable jumpers may beconfigured in different manners, in terms of the number “n” (“n” is areal whole number equal to or greater than 1) and type of discreetelectrical pathways included in the conduit or jumper. In one example,each conduit portion 48, 50 and the jumper cable portion 58 may includea plurality of discreet electrical wires, such as 12-14 gauge copperwires. In another example, the cable portion (of the MU cable jumper)may include a plurality of discreet electrical wires, while the conduitportions 48, 50 each include one or more discreet electrical wiresand/or non-wire electrical pathways, such as conductive structuralcomponents of the vehicle, pathways through or including electrical orelectronic components, circuit board traces, or the like. Althoughcertain elements in FIG. 2 are shown as including “n” discreetelectrical pathways, it should be appreciated that the number ofdiscreet pathways in each element may be different, i.e., “n” may be thesame or different for each element.

As noted, the plug ends of the MU cable jumper fit into the MU ports 36,38. For this purpose, the plug ends and MU ports are complementary inshape to one another, both for mechanical and electrical attachment. Theplug end may include a plurality of electrical pins, each of which fitsinto a corresponding electrical socket in an MU port. The number of pinsand sockets may depend on the number of discreet electrical pathwaysextant in the internal electrical conduits, MU cable jumpers, etc. Inone example, each plug end is a twenty seven-pin plug.

The central terminal board 46, front terminal board 42, and rearterminal board 44 each comprise an insulating base (attached to thevehicle) on which terminals for wires or cables have been mounted. Thisprovides flexibility in terms of connecting different electroniccomponents to the MU cable bus. In one embodiment the electroniccomponent may include a digital subscriber line access multiplexer(DSLAM) unit.

The cable bus may transfer non-network control information 28 betweenvehicles 18 a, 18 b, 18 c in consist. In this instance, non-networkcontrol information may include to data or other information, used inthe vehicle consist for control purposes, which is not packet data. Inanother example, non-network control information is not packet data, anddoes not include recipient network addresses. The non-network controlinformation may be transmitted over the cable bus according to adesignated voltage carrier signal (e.g., a 74 volt on/off signal,wherein 0V represents a digital “0” value and +74 volts a digital “1”value, or an analog signal of 0V-74V, wherein the 0-74V voltage levelmay represent a specific level or percentage of functionality). Thenon-network control information is transmitted and received over thecable bus using one or more electronic components 32 a-32 c in eachvehicle that are configured for this purpose.

If two vehicles are connected via an MU cable jumper, both the MU cablejumper and the internal MU electrical systems of the two vehiclestogether form the MU cable bus. As subsequent vehicles are attachedusing additional MU cable jumpers, those cable jumpers and the internalMU electrical systems of the subsequent vehicles also become part of theMU cable bus.

As indicated in FIG. 1, in one embodiment, the vehicle consist 12 may bepart of a train 60 that may include the vehicle consist 12, a pluralityof other railcars 62 not in consist 12, and possibly additional vehiclesor vehicle consists (not shown). Alternatively, the vehicle consist 12may be a series of vehicles 18 other than rail vehicles. Each vehicle 18a-18 c in consist 12 is mechanically coupled to at least one other,adjacent vehicle in consist 12, through a coupler 64. The other railcars62 are similarly mechanically coupled together and to the vehicleconsist to form a series of linked vehicles. The non-network controlinformation may be used for vehicle control purposes or for othercontrol purposes in the train 60.

As discussed above, the communication system 10 may comprise respectiverouter transceiver units 34 a, 34 b, 34 c positioned in the lead vehicle18 a and each of the trail vehicles 18 b, 18 c in the vehicle consist12. The router transceiver units 34 a, 34 b, 34 c are each electricallycoupled to the MU cable bus 26. The router transceiver units 34 a, 34 b,34 c are configured to transmit and/or receive network data 16, whichmay include high-bandwidth network data 16, over the MU cable bus 26. Inone embodiment, each router transceiver unit receives network data 16from a computer unit or other electronic component 32 a, 32 b, 32 c inthe vehicle consist 12, and modulates the received network data 16 intomodulated network data 30 for transmission over the MU cable bus 26.Similarly, each router transceiver unit 34 a, 34 b, 34 c receivesmodulated network data 30 over the MU cable bus 26 and de-modulates thereceived modulated network data 30 into network data 16. “Modulated”means converted from one form to a second, different form suitable fortransmission over the MU cable bus 26. “De-modulated” means convertedfrom the second form back into the first form. The modulated networkdata 30 is orthogonal to the non-network control information 28transferred between vehicles over the MU cable bus 26. Orthogonal meansthat the modulated network data does not interfere with the non-networkcontrol information, and that the non-network control information doesnot interfere with the modulated network data (at least not to theextent that would corrupt the data). At recipient/subsequent vehicles,the modulated network data is received over the MU cable bus andde-modulated back into the network data for use by a vehicle electroniccomponent.

The network data is data that is packaged in packet form, meaning a datapacket that comprises a set of associated data bits 20. Each data packet20 may include a data field 22 and a network address or other address 24uniquely associated with a computer unit or other electronic component32 a-32 c in consist 12. The network data 16 may be TCP/IP-formatted orSIP-formatted data, however, the electronic components and/or routertransceiver units may use other communications protocols forcommunicating network data. As should be appreciated, the MU cable bus26, electronic components 32 a-32 c, and router transceiver units 34a-34 c together form a (high-bandwidth) local area network. In oneembodiment, these components are configured to form an Ethernet network.

FIG. 4 is a schematic diagram of one embodiment of a router transceiverunit 34 a. The router transceiver unit 34 a comprises a network adaptermodule 66 and a signal modulator module 68.

The signal modulator module 68 is electrically connected to the networkadapter module 66 and to the MU cable bus/electrical power transmissionline/power supply conductor 1012. In the example shown in FIG. 4, thesignal modulator module 68 is electrically connected to the MU cable bus26 by way of the central terminal board 46, near a vehicle electroniccomponent 32 a. The network adapter module 66 is electrically connectedto a network interface unit 70 that is part of and/or operably (e.g.,communicatively) connected to the electronic component 32 a. Theelectronic component 32 a may be, for example, a computer unit forcontrolling a vehicle, or more specifically a system deployed on apassenger vehicle or a system itself, such as automatic doors, apassenger information system, lighting, and/or the like. The networkadapter module 66 and network interface unit 70 are electricallyinterconnected by a network cable 72. For example, if the networkadapter module 66 and network interface unit 70 are configured as anEthernet local area network, the network cable 72 may be a CAT-5E cable.The network interface unit 70 is functionally connected to one or moresoftware or hardware applications 74 in the electronic component 32 athat are configured for network communications. In one embodiment, thenetwork interface unit 70, the network cable 72, and the software orhardware applications 74 include standard Ethernet-ready (or othernetwork) components. For example, if the electronic component 32 a is acomputer unit, the network interface unit 70 may be an Ethernet adapterconnected to computer unit for carrying out network communications.

The network adapter module 66 is configured to receive network data 16from the network interface unit 70 over the network cable 72. Thenetwork adapter module 66 conveys the network data 16 to the signalmodulator module 68, which modulates the network data 16 into modulatednetwork data 30 and transmits the modulated network data 30 over the MUcable bus 26. The signal modulator module 68 also receives modulatednetwork data 30 from over the MU cable bus 26 and de-modulates themodulated network data 30 into network data 16, which the signalmodulator module 68 then conveys to the network adapter module 66 fortransmission to the network interface unit 70. One or both of thenetwork adapter module 66 and the signal modulator module 68 may performvarious processing steps on the network data 16 and/or the modulatednetwork data 30 for transmission and reception both over the MU cablebus 26 and/or over the network cable 72 (to the network interface unit70). Additionally, one or both of the network adapter module 66 and thesignal modulator module 68 may perform network data routing functions.

The signal modulator module 68 may include an electrical output (e.g.,port, wires) for electrical connection to the MU cable bus 26, andcommunication circuitry (e.g., internal electrical and isolationcomponents, microcontroller, software/firmware) for receiving networkdata 16 from the network adapter module 66, modulating the network data16 into modulated network data 30, transmitting the modulated networkdata 30 over the MU cable bus 26, receiving modulated network data 30over the MU cable bus 26, de-modulating the modulated network data 30into network data 16, and communicating the network data 16 to thenetwork adapter module 66. The internal circuitry may be configured tomodulate and de-modulate data using schemes such as those utilized inVDSL or VHDSL (very high bitrate digital subscriber line) applications,or in power line digital subscriber line (PDSL) applications.

One example of a suitable modulation scheme is orthogonalfrequency-division multiplexing (OFDM). OFDM is a frequency-divisionmultiplexing scheme wherein a large number of closely-spaced orthogonalsub-carriers are used to carry data. The data is divided into severalparallel data streams or channels, one for each sub-carrier. Eachsub-carrier is modulated with a conventional modulation scheme (such asquadrature amplitude modulation or phase shift keying) at a low symbolrate, maintaining total data rates similar to conventionalsingle-carrier modulation schemes in the same bandwidth. The modulationor communication scheme may involve applying a carrier wave (at aparticular frequency orthogonal to frequencies used for non-network datain the MU cable bus) and modulating the carrier wave using digitalsignals corresponding to the network data.

FIG. 5 is a schematic diagram of one example of how the signal modulatormodule 68 could function, cast in terms of the OSI network model,according to one embodiment of the present inventive subject matter. Inthis example, the signal modulator module 68 may include a physicallayer 76 and a data link layer 78. The data link layer 78 is dividedinto three sub-layers. The first sub-layer is an application protocolconvergence (APC) layer 80. The APC layer 80 accepts network data 16(e.g., Ethernet or other network frames) from an upper application layer(e.g., the network adapter module 66) and encapsulates the network data16 into MAC (medium access control) service data units, which aretransferred to a logical link control (LLC) layer 82. The LLC layer 82is responsible for potential encryption, aggregation, segmentation,automatic repeat-request, and similar functions. The third sub-layer ofthe data link layer 78 is a MAC layer 84, which schedules channelaccess. The physical layer 76 is divided into three sub-layers. Thefirst sub-layer is a physical coding sub-layer (PCS) 86, which isresponsible for generating PHY (physical layer) headers. The secondsub-layer is a physical medium attachment (PMA) layer 88, which isresponsible for scrambling and FEC (forward error correction)coding/decoding. The third sub-layer is a physical medium dependent(PMD) layer 90, which is responsible for bit-loading and OFDMmodulation. The PMD layer 90 is configured for interfacing with the MUcable bus 26, according to the particular configuration (electrical orotherwise) of the MU cable bus 26. The other sub-layers are mediumindependent, i.e., do not depend on the configuration of the MU cablebus 26.

FIG. 6 is a circuit diagram of another embodiment of a routertransceiver unit 34 a. In this embodiment, the router transceiver unit34 a comprises a control unit 92, a switch 94, a main bus 96, a networkinterface portion 98, and a very high bitrate digital subscriber line(VDSL) module 100. The control unit 92 comprises a controller 102 and acontrol unit bus 104. The controller 102 is electrically connected tothe control unit bus 104 for communicating data over the bus 104. Thecontroller 102 may be a microcontroller or other processor-based unit,including support circuitry for the microcontroller. The switch 94 is anetwork switching/router module configured to process and route packetdata and other data. The switch 94 interfaces the control unit 92 withthe main bus 96. The switch 94 may be, for example, a layer 2/3multi-port switch. The network interface portion 98 is electricallyconnected to the main bus 96, and comprises an octal PHY (physicallayer) portion 106 and a network port portion 108. The network portportion 108 is electrically connected to the octal PHY portion 106. Theoctal PHY portion 106 may comprise a 10/100/1000 Base T 8-port Ethernet(or other network) transceiver circuit. The network port portion 108 maycomprise an Ethernet (or other network) transformer and associatedCAT-5E receptacle (or other cable type receptacle or other electricalconnection) for receiving a network cable 72, such as the network cable72 (shown in FIG. 4).

The VDSL module 100 is also connected to the main bus 96 by way of anoctal PHY unit 110, which may be the same unit as the octal PHY portion106 or a different octal PHY unit. The VDSL module 100 comprises aphysical interface portion (PHY) 112 electrically connected to the octalPHY unit 110, a VDSL controller 114 electrically connected to thephysical interface portion 112, a VDSL analog front end unit 116electrically connected to the VDSL controller 114, and a VDSL port unit118 electrically connected to the VDSL analog front end unit 116. Thephysical interface portion 112 acts as a physical and electricalinterface with the octal PHY unit 110, e.g., the physical interfaceportion 112 may comprise a port and related support circuitry. The VDSLanalog front end unit 116 is configured for transceiving modulatednetwork data 30 (e.g., sending and receiving modulated data) over the MUcable bus 26, and may include one or more of the following: analogfilters, line drivers, analog-to-digital and digital-to-analogconverters, and related support circuitry (e.g., capacitors). The VDSLcontroller 114 is configured for converting and/or processing networkdata 16 for modulation and de-modulation, and may include amicroprocessor unit, ATM (asynchronous transfer mode) and IP (InternetProtocol) interfaces, and digital signal processingcircuitry/functionality. The VDSL port unit 118 provides a physical andelectrical connection to the MU cable bus 26, and may includetransformer circuitry, circuit protection functionality, and a port orother attachment or connection mechanism for connecting the VDSL module100 to the MU cable bus 26. Overall operation of the router transceiverunit 34 a shown in FIG. 6 is similar to what is described in relation toFIGS. 1, 2, and 4.

With reference to the above-described communication system 10,electronic components of the router-transceiver units 34 a-34 c may beadjusted based on the electrical characteristics of the MU cable bus 26,and/or additional electronic components (e.g., noise filters/processors)may be added to the system to compensate for specificaspects/characteristics of the MU cable bus 26.

Another embodiment of the invention relates to a method forcommunicating data in a vehicle consist 12, such as a passenger vehicleconsist that may include one or more passenger vehicles). The methodcomprises transmitting network data 16, 30 between vehicles 18 a-18 cwithin a vehicle consist 12. Each vehicle 18 a-18 c may be adjacent toand mechanically coupled with one or more other vehicles in consist. Thenetwork data 16, 30 may include high-bandwidth network data that istransmitted between the vehicles 18 a-18 c. The network data 16, 30,such as high-bandwidth network data 16, 30, is transmitted over the MUcable bus 26 interconnecting at least adjacent vehicles 18 a, 18 b inconsist 12. The MU cable bus 26 is an existing cable bus used in thevehicle consist 12 for transferring non-network control information 28between vehicles 18 a-18 c in consist 12. Alternatively, or in addition,the MU cable bus 26 may be an electrical power transmission line thatprovides electrical power to run electronics or other systems, such aslighting, on-board the vehicles 18 a-18 c.

In another embodiment, the method further comprises, at each of one ormore of the vehicles 18 a-18 c in the vehicle consist 12, converting thenetwork data 16 into modulated network data 30 for transmission over theMU cable bus 26. The modulated network data 30 is orthogonal to thenon-network control information 28 transferred over the MU cable bus.The method further comprises de-modulating the modulated network data 30received over the MU cable bus 26 for use by on-board electroniccomponents 32 a-32 c of the vehicles, such as lighting, automatic doorsystems, passenger information systems, alarm systems, etc.

As should be appreciated, it may be the case that certain vehicles inconsist are network equipped according to the system and method of thepresent invention, e.g., outfitted with a router transceiver unit, andthat other vehicles in consist are not. For example, there may be firstand third network-equipped vehicles physically separated by a secondvehicle that is not network equipped. In this case, the first and thirdvehicles are still able to communicate and exchange data even thoughthere is a non-network equipped vehicle between them. This is possiblebecause all the vehicles are electrically connected via the MU cablebus. In one case, for example, a vehicle consist comprises first,second, and third vehicles, with the second vehicle being disposedbetween the first and third vehicles. A first router transceiver unit ispositioned in the first vehicle, and a second router transceiver unit ispositioned in the third vehicle. The second vehicle, however, does nothave a router transceiver unit or other functionality for transmittingand/or receiving network data over the MU cable bus. Nevertheless,network data, such as high-bandwidth data, is transmitted between thefirst and third vehicles through the second vehicle, with the networkdata passing through a portion of the MU cable bus in the second vehiclebut not being transmitted or received by the second vehicle.

In another embodiment, the method further comprises controlling anelectronic system or component on at least one of the vehicles 18 a-18 cin consist 12 based at least in part on the network data 16.

The vehicle consist 12 may be part of a train 60 that comprises thevehicle consist 12 and a plurality of other railcars 62. Here, thenon-network control information 28 may be train control information thatis transmitted over the MU cable bus 26 according to a designatedvoltage carrier signal (e.g., +74V).

With reference to FIG. 7, if the MU cable jumper 52 and/or internalelectrical system 40 may include plural discreet electrical wires orother electrical or conductive pathways 120 a-120 c, e.g., threediscreet electrical wires 120 a-120 c as shown in FIG. 7, it may be thecase that network data 30 is transmitted over only one of the pluraldiscreet electrical wires or other electrical pathways. This may dependon what each pathway is used for in the vehicle consist and what type ofinformation it carries. For example, it may be undesirable to transmitnetwork data over a wire 120 a that carries analog non-network data,whereas a wire 120 b that carries a digital signal (on +V, off 0 V) ismore desirable for transmitting network data. While the illustratedembodiment only shows three conductive pathways 120, the MU cable bus 26may include a different number of conductive pathways 120, such as 27conductive wires.

Another embodiment of the present invention relates to a communicationsystem 10 for communicating data in a vehicle consist 12. The system 10comprises a respective router transceiver unit 34 a-34 c positioned ineach vehicle 18 a-18 c of a vehicle consist 12. Each router transceiverunit 34 a-34 c is coupled to the MU cable bus 26 in the vehicle consist12 that interconnects adjacent vehicles 18 a, 18 b. The MU cable bus 26is an existing cable bus used in the vehicle consist for transferringnon-network control information 28 between vehicles within the vehicleconsist. Each router transceiver unit 34 a-34 c is configured totransmit and/or receive network data 16, 30, such as high-bandwidthnetwork data 16, 30, over the MU cable bus 26. The MU cable bus 26 mayinclude an electrical power transmission line that interconnects andprovides power to adjacent vehicles 18 a, 18 b.

In another embodiment of the system 10, each router transceiver unit 34a-34 c is configured to convert the network data 16 into modulatednetwork data 30 for transmission over the MU cable bus 26. The modulatednetwork data being orthogonal to the non-network control informationtransferred between vehicles over the MU cable bus. Each routertransceiver unit is further configured to de-modulate the modulatednetwork data received over the MU cable bus for use by electroniccomponents in the vehicles of the consist.

Another embodiment relates to a communication system for communicatingdata in a vehicle consist 12. In this embodiment, the system comprise arespective router transceiver unit 34 a-34 c positioned in each of aplurality of vehicles 18 a-18 c in consist 12. The system furthercomprises, in each of the plurality of vehicles, a respective electroniccomponent 32 a-32 c (e.g., computer unit) positioned in the vehicle andoperably coupled to the router transceiver unit in the vehicle. Therouter transceiver units 34 a-34 c are electrically coupled to a vehiclemultiple unit (MU) cable bus 26, which is an existing cable bus used inconsist for transferring non-network control information 28 between theplurality of vehicles. The router transceiver units 34 a-34 c areconfigured to transmit and/or receive network data 16, 30 over the MUcable bus 26, the network data originating at one of electroniccomponents 32 a-32 c and being addressed to another of the electroniccomponents 32 a-32 c. Each router transceiver unit may be configured toconvert the network data into modulated network data for transmissionover the MU cable bus (the modulated network data being orthogonal tothe non-network control information transferred between vehicles overthe MU cable bus), and to de-modulate the modulated network datareceived over the MU cable bus for use in one of the electroniccomponents.

Another embodiment relates to a communication system for communicatingdata in a vehicle consist 12. The system comprises a computer network inconsist. The computer network comprises a respective electroniccomponent 32 a-32 c positioned in each of a plurality of vehicles 18a-18 c in consist 12 and a vehicle multiple unit (MU) cable bus 26. TheMU cable bus 26 interconnects the electronics components and is anexisting cable bus used in consist for transferring non-network controlinformation 28 between the vehicles. The electronic components areconfigured to communicate by transmitting network data 16, 30 over theMU cable bus 26, the network data 16 originating at one of theelectronic components and being addressed to another of the electroniccomponents. As should be appreciated, in this embodiment the electroniccomponents are configured to carry out the functionality of the routertransceiver units 34 a-34 c as described above, and/or the routertransceiver units 34 a-34 c are part of (or comprise) the electroniccomponents. The computer network may be an Ethernet network.

Another embodiment relates to a method for retrofitting a vehicle fornetwork data communications. The method comprises outfitting a vehiclewith a router transceiver unit, interfacing the router transceiver unitwith an electronic component of the vehicle, and interfacing the routertransceiver unit with a multiple unit (MU) cable bus of the vehicle. TheMU cable bus is an existing cable bus used for transferring non-networkcontrol information between vehicles in consist. The router transceiverunit is configured to transmit and/or receive network data over the MUcable bus.

Another embodiment relates to a method for retrofitting a vehicleconsist for network data communications. The method comprises, at eachof a plurality of vehicles 18 a-18 c in consist 12, outfitting thevehicle with a respective router transceiver unit 34 a-34 c, interfacingthe router transceiver unit 34 a-34 c with an electronic component 32a-32 c of the vehicle, and interfacing the router transceiver unit 34a-34 c with a multiple unit (MU) cable bus 26 of the vehicle. The MUcable bus is an existing cable bus used for transferring non-networkcontrol information between vehicles in consist. Each router transceiverunit is configured to transmit and/or receive network data 16, 30 overthe MU cable bus 26.

Any of the embodiments described herein are also applicable forcommunicating data in vehicle consists generally. “Vehicle consist”refers to a group of vehicles that are mechanically coupled or linkedtogether to travel along a route.

For example, one embodiment of the present invention relates to a systemand method for communicating data in a vehicle consist 12. In thisembodiment, network data 16, 30 is transmitted from a first vehicle 18 ain the vehicle consist 12 to a second vehicle 18 b in the vehicleconsist. The network data 16, 30 is transmitted over an existingelectrical cable bus 26 that interconnects the first vehicle 18 a andthe second vehicle 18 b. The existing electrical cable bus 26 is used inthe vehicle consist 12 for transferring non-network control information28 between the first vehicle and the second vehicle. As should beappreciated, this method and system is applicable to communicating databetween any of the linked vehicles 18 a-18 c, and thereby the terms“first” and “second” vehicle are used to identify respective vehicles inthe vehicle consist and are not meant to characterize an order orposition of the vehicles unless otherwise specified. That being said, itmay be the case that the first and second vehicles are adjacent to andmechanically coupled with one another.

In any of the embodiments set forth herein, the network data may beTCP/IP-formatted or SIP-formatted data. Additionally, each vehicle mayinclude a computer unit, with the computer units 32 a-32 c communicatingwith one another by transmitting the network data, formatted as TCP/IPdata or SIP data or otherwise, over the existing electrical cable bus26, and the computer units thereby forming a computer network, e.g., anEthernet-type network.

In one embodiment, the existing electrical cable bus may be an ECP(electronically controlled pneumatic brake) train line. ECP brakes on atrain are defined by the Association of American Railroads' 4200 seriesspecifications. This standard describes a 230V DC power line that runsthe length of the train (for providing DC power to remote units), atransceiver at 132 kHz that operates on top of the 230V power line, anda communication link (realized over the power line using thetransceiver) that adheres to the ANSI/EIA 709.1 and 709.2 protocols.According to the 4200 series specifications, the communication link isused to communicate brake data between railcars for braking controlpurposes.

In an embodiment, with reference to FIG. 8, a communication system 300for communicating data in a vehicle consist or other vehicle consist isconfigured to transmit network and/or high bandwidth data 302 over anECP train line 304, in a manner orthogonal to ECP brake data 306transmitted over the ECP train line 304. The system 300 comprises arouter transceiver unit 308 a, 308 b on each of a plurality of vehicles310 a, 310 b in a vehicle consist or vehicle system 312. (The pluralityof so-equipped vehicles may be fewer than all the vehicles in consist.)On each vehicle, the router transceiver unit 308 a, 308 b is in additionto an ECP transceiver 314 on the vehicle. Alternatively, an ECPtransceiver may be reconfigured to include the functionality of therouter transceivers 308 a, 308 b. Each router transceiver unit 308 a,308 b is electrically connected to the ECP train line 304, and isconfigured to transmit network and/or high bandwidth data 302 over theECP train line 304 at one or more frequencies f2 (i) that are differentthan the 132 kHz frequency of the ECP brake data 306, (ii) that do notinterfere with (or receive significant interference from) the ECP brakedata 306, and (iii) that do not interfere with (or receive significantinterference from) the 230V DC signal 316 present on the ECP train line304. (That is, the data 302 is orthogonal to the data 306 and DC signal316.) For example, the network and/or high bandwidth data may bemodulated into a carrier wave/RF signal transmitted over the ECP trainline at a frequency in the megahertz (MHz) range. The router transceiverunits 308 a, 308 b may be similar to the router transceiver units 34described above. The embodiment of FIG. 8 may be implemented inconjunction with any of the other embodiments described herein. Also, inthe case where certain vehicles in consist are not equipped with routertransceivers 308 a, 308 b, the data 302 will nevertheless be transmittedover the ECP train line extending through such vehicles, for eventualreception by vehicles that are equipped with the router transceivers 308a, 308 b.

The system 300 establishes a high bandwidth data network that operatessuperimposed on, and separate from, the 132 kHz communication link thatis specified in the 4200 series specifications for ECP brake trafficbetween the vehicle and other vehicles, such as rail cars. In oneaspect, the data network is used to communicate non-brake data (e.g., inthe form of network and/or high bandwidth data) between vehicles inconsist. Examples of the data that may be transferred include vehiclesensor data indicative of vehicle health, commodity condition data,temperature data, weight data, security data, data as otherwisespecified herein, and/or other data. In another aspect, the data networkis used to communicate brake data in addition, or instead of, the 132kHz communication link. The brake data may be in addition to other datatransmitted over the data network.

In another embodiment, the network data may be converted at one of thevehicles into modulated network data for transmission over the MU cablebus. The modulated network data is orthogonal to the non-network controlinformation transferred between the lead and trail vehicles over the MUcable bus. “Orthogonal” means that the modulated network data does notinterfere with the non-network control information, and that thenon-network control information does not interfere with the modulatednetwork data. At another vehicle in consist (e.g., a recipient vehicle),the modulated network data is received over the MU cable bus andde-modulated for use by a computer unit or other electronic component inthe vehicle.

Another embodiment relates to a communication system for communicatingdata in a vehicle consist. The system comprises respective routertransceiver units positioned in the lead vehicle and each of the trailvehicles in the vehicle consist. The router transceiver units are eachelectrically coupled to an MU cable bus in the vehicle consist thatinterconnects the lead vehicle and the trail vehicles. The MU cable busis an existing cable bus that is used in the vehicle consist fortransferring non-network control information between the lead and trailvehicles. The router transceiver units are configured to transmit and/orreceive network data over the MU cable bus.

In another embodiment of the communication system, each routertransceiver unit is configured to convert the network data intomodulated network data for transmission over the cable bus, and tode-modulate modulated network data received over the cable bus back intonetwork data, for use in communicating data between electroniccomponents in the vehicle consist or otherwise. The modulated networkdata is orthogonal to the non-network control information transferredbetween the lead and trail vehicles over the cable bus.

In another embodiment, with reference to FIGS. 9-12, in a vehicle 18 aequipped with the communication system, the communication system furthercomprises at least one cable run 400 connecting the router transceiverunit 34 a to the MU cable bus. Cable run means a length of electricalcabling or other electrical conductor 402, 404, which may include onediscreet electrical pathway or a plurality of discreet electricalpathways (e.g., a bundled cable). The cable run may bypass a portion ofthe cable bus within the vehicle (i.e., it bypasses part or all of theinternal electrical system), so that network data travels over less ofthe cable bus than it would without the cable run in place. Thus, in oneaspect of the invention, the cable run is installed in a vehicle, aroundand bypassing at least part of the cable bus, to provide a cleaner andless interference prone signal pathway for the network data, relative tolevels of interference that are present if the bypassed portion of thecable bus was not bypassed. This may be useful for older vehicles wherethe internal electrical system is prone to interference, and/or forimproving data throughput levels between consist of three, four, or morevehicles.

FIGS. 9 and 10 show embodiments of the communication system where thecable run may include a first length of electrical conductor 402 and asecond, separate length of electrical conductor. The first length ofelectrical conductor electrically connects the router transceiver unit34 a to the front terminal board 42 of the vehicle 18 a, which iselectrically connected to the front MU port 36 of the vehicle. Thesecond length of electrical conductor connects the router transceiverunit 34 a to the rear terminal board 44, which is electrically connectedto the rear port 38 of the vehicle. Here, the portion of the MU cablebus that is bypassed by the cable run includes the entirety of the cablebus in the vehicle that extends between the front terminal board 42 andthe rear terminal board 44 (e.g., first and second electrical conduitportions 48, 50 and central terminal board 46). As can be seen, therouter transceiver unit 34 a may be locally connected to an electroniccomponent 32 a in the vehicle for the exchange of network data therebetween, e.g., the router transceiver unit 34 a acts as an Ethernet portfor the electronic component 32 a. However, instead of the routertransceiver unit 34 a being connected to the central terminal board 46for modulating and de-modulating network data onto and off of the cablebus, the router transceiver unit may instead connect to the frontterminal board 42 and the rear terminal board for this purpose, by wayof the first and second lengths of electrical conductor of the cablerun. It is contemplated that the cable run 400 will provide a cleanerand less interference prone signal pathway for network data, versus thenetwork data traveling over the bypassed portion of the MU cable bus.

With reference to FIG. 10, in another embodiment, the router transceiverunit 34 a comprises a network adapter module 66 and first and secondsignal modulator modules 68 a, 68 b connected to the network adaptermodule 66. The first signal modulator module 68 a is also connected tothe first length of electrical conductor 402, and the second signalmodulator module 68 b is also connected to the second length ofelectrical conductor 404. Each signal modulator module 68 a, 68 b isconfigured to receive the network data from the network adapter module66 and to modulate the network data into modulated network data fortransmission over the cable run 400 (e.g., over the length of electricalconductor 402 or 404 to which it is connected) and the non-bypassedportion of the MU cable bus 26. Each signal modulator module 68 a, 68 bis also configured to receive modulated network data over the cable run400 (e.g., over the length of electrical conductor 402 or 404 to whichit is connected) and to de-modulate the modulated network data intonetwork data for providing to the network adapter module 66. The networkadaptor module 66 transceiver (transmits and receives) network databetween the signal modulator modules and one or more electroniccomponents 32 a in the vehicle.

As should be appreciated, the signal modulator modules 68 a, 68 b areseparately disposed in the “front” and “rear” portions, respectively, ofthe network data communication pathway in the communication system.Thus, the second signal modulator module 68 b will receive modulatednetwork data arriving over the second length of electrical conductor 404from the rear of consist, and the first signal modulator module 68 awill receive modulated network data arriving over the first length ofelectrical conductor 402 from the front of consist (assuming in thisexample that the terminal boards 42, 44 are oriented at the front andrear of consist, respectively). Additionally, the network adapter module66 is interfaced with the signal modulator modules 68 a, 68 b so thatnetwork data intended for locations towards the front of consist iscommunicated to the first signal modulator module 68 a, and so thatnetwork data intended for locations towards the rear of consist iscommunicated to the second signal modulator module 68 b. Alternativelyor additionally, depending on network configuration, the network adaptermodule 66 may simply present all network data to both signal modulatormodules 68 a, 68 b, with the network data in effect being transmittedboth to the front and rear of consist. It is contemplated that the useof two signal modulator modules, one on each leg 402, 404 of the networkdata communication pathway, will substantially increase signal to noiseratio, allowing for greater data throughput across multiple vehicles inconsist.

With reference to FIG. 11, instead of connecting the cable run 400 tothe terminal boards 42, 44, the cable run connects the routertransceiver unit 34 a to the front MU port 36 of the vehicle and to therear MU port 38 of the vehicle 18 a. Here, the portion of the cable busthat is bypassed comprises the entirety of the cable bus in the vehiclethat extends between the front MU port and the rear MU port, in otherwords, the entirety of the internal MU electrical system is bypassed.The cable run may include first and second separate lengths ofelectrical conductor 402, 404, and the router transceiver unit 34 a maycomprise first and second signal modulator modules 68 a, 68 b, similarto as described above in regards to FIG. 10.

With reference to FIG. 12, instead of two separate lengths of electricalconductor the cable run may include a single length of electricalconductor (which may include one or more discreet electrical pathways)that connects the router transceiver unit 34 a to the terminal boards42, 44. Alternatively, the single length of electrical conductor mayconnect the router transceiver unit 34 a to the front and rear MU ports36, 38. In such an embodiment, the router transceiver unit 34 a may haveonly one signal modulator module.

Turning now to FIGS. 13-15, in another embodiment, a communicationsystem 130 for communicating data in a vehicle consist comprises a firstrouter transceiver pair 132 and a redundant (second) router transceiverpair 134. The first router transceiver pair 132 comprises a first routertransceiver unit 34 a positioned in a first vehicle 18 a of the vehicleconsist and a second router transceiver unit 34 b positioned in a secondvehicle 18 b of the vehicle consist. The redundant router transceiverpair 134 comprises a third router transceiver unit 34 c positioned inthe first vehicle 18 a and a fourth router transceiver unit 34 dpositioned in the second vehicle 18 b. Each of the first, second, third,and fourth router transceiver units 34 a, 34 b, 34 c, 34 d is coupled toa vehicle MU cable bus 26 in the vehicle consist that interconnects thefirst and second vehicles 18 a, 18 b. Also, each of the first, second,third, and fourth router transceiver units 34 a, 34 b, 34 c, 34 d isconfigured to transmit and/or receive network data 16 over the MU cablebus 26.

The system 130 may include one or more control modules 174 and switchmodules 172 communicatively coupled with the router transceiver pairs132, 134. As used herein, the term “module” may include a hardwareand/or software system that operates to perform one or more functions.For example, a module may include a computer processor, controller, orother logic-based device that performs operations based on instructionsstored on a tangible and non-transitory computer readable storagemedium, such as a computer memory. Alternatively, a module may include ahard-wired device that performs operations based on hard-wired logic ofthe device. The module may represent the hardware that operates based onsoftware or hardwired instructions, the software that directs hardwareto perform the operations, or a combination thereof. For example, one ormore of the modules 172, 174 may be embodied in a computer processorthat operates based on one or more sets of instructions (e.g.,hard-wired logic and/or software), instructions that direct a processorto perform operations, and/or a combination of a processor and theinstructions. Alternatively, the control module 174 may include theswitch module 172. For example, the switch module 172 may be a componentof the control module 174.

In the illustrated embodiment, each of the vehicles 18 a, 18 b mayinclude the control module 174 and the switch module 172. Alternatively,only one of the vehicles 18 a, 18 b may include the control module 174and the switch module 172. The control module 174 and the switch module172 may be communicatively coupled with the router transceiver pairs132, 134 by one or more wired and/or wireless connections.

The switch module 172 controls which of the router transceiver pairs132, 134 communicates the network data 16 over the cable bus 26. Forexample, the switch module 172 may operate as an electric switchalternates between a first position and a second position. In the firstposition, the first router transceiver pair 132 is permitted tocommunicate network data 16 over the cable bus 26 and the second routertransceiver pair 134 is prohibited from communicating network data 16over the cable bus 26. In the second position, the second routertransceiver pair 134 is permitted to communicate network data 16 overthe cable bus 26 and the first router transceiver pair 132 is prohibitedfrom communicating network data 16 over the cable bus 26.

The control module 174 interfaces with the router transceiver pairs 132,134 via the switch module 172 to control which of the router transceiverpairs 132, 134 communicates (e.g., transmits or receives) network datathrough the MU cable bus 26. For example, the control module 174 mayform instructions that are sent to the switch module 172 to control thestate of switch module 172. In one embodiment where each of multiplevehicles 18 a, 18 b include a control module 174 and/or a switch module172, a priority scheme may be used to determine which control module 174decides the router transceiver pairs 132, 134 that are permitted tocommunicate network data 16 and/or which switch module 172 implementsthe instructions of the control module 174 (e.g., permits one routertransceiver pair 132 or 134 to communicate network data 16 but preventsthe other router transceiver pair 134 or 132 to communicate network data16).

In the illustrated embodiment, the first and third router transceiverunits 34 a, 34 c define a first router transceiver set that is disposedon-board the first vehicle 18 a while the second and fourth routertransceiver units 34 b, 34 d define a second router transceiver setdisposed on-board the second vehicle 18 b. The router transceiver units34 a, 34 b, 34 c, 34 d of each set may be disposed within a commonhousing, such as a single enclosure. Alternatively, the routertransceiver units 34 a, 34 b, 34 c, 34 d of each set may be disposedwithin different housings. A shared power source 144 disposed on-boardone or more of the vehicles 18 a, 18 b may provide electrical energy topower the router transceiver units 34 a, 34 b, 34 c, 34 d. Examples ofpower sources 144 may include generators or alternators connected to adiesel engine (with one or more transformers, rectifiers, and the like,disposed between the generator or alternator and the router transceiverunits 34 a, 34 b, 34 c, 34 d), rechargeable batteries, and the like. Asingle power source 144 may power each of the router transceiver sets.Alternatively, multiple, redundant power sources 144 may power eachrouter transceiver set. In the illustrated embodiment, a singleconductive pathway 146 (e.g., one or more wires, cables, buses, or thelike conductively coupled with each other) supplies electrical energyfrom the power source 144 to the router transceiver set. Alternatively,multiple conductive pathways 146 may supply the electrical energy. Forexample, two or more separate sets of wires, cables, buses, or the like,may extend from the power source 144 to the router transceiver units 34a, 34 b, 34 c, 34 d in each set. The additional conductive pathways 146can provide redundancy in the power supply to the router transceiversets.

As described above, the MU cable bus 26 may include several elongatedconductive pathways 120 that extend along the length of the MU cable bus26 from the first vehicle 18 a to the second vehicle 18 b. While onlyfour conductive pathways 120 are shown in FIG. 13, the MU cable bus 26may include more or fewer conductive pathways 120. A subset, or lessthan all, of the conductive pathways 120 in the MU cable bus 26 may beused for communication of network data 16, while other conductivepathways 120 are used for communication of non-network data.

The conductive pathways 120 define physical portions of the MU cable bus26 over which network data and/or non-network data can be communicatedbetween the first vehicle 18 a and the second vehicle 18 b. In oneembodiment, the conductive pathways 120 are conductive wires that arenot conductively coupled with each other within the MU cable bus 26. Forexample, the conductive pathways 120 may not transmit electric signalssuch as network data or non-network data between the conductive pathways120 within the MU cable bus 26. The conductive pathways 120 may beindividually surrounded by dielectric jackets to prevent signalstransmitted along a first conductive pathway 120 from being conducted toa different second conductive pathway 120 within the MU cable bus 26.

Different or distinct physical portions of the MU cable bus 26 mayinclude different conductive pathways 120 or different, non-overlappingsets of conductive pathways 120. For example, a first wire or set ofwires may be a first physical portion of the MU cable bus 26 and asecond, different wire that is not conductively coupled with the firstwire or a second set of wires that does not share any wires with thefirst set of wires may be a second, distinct physical portion of the MUcable bus 26.

In operation, if either of the router transceiver pairs 132, 134 entersa failure condition for being unable to transmit and/or receive networkdata 16 over the MU cable bus 26, and/or if any one of the first,second, third, and fourth router transceiver units 34 a, 34 b, 34 c, 34d enters the failure condition and is unable to communicate network data16 over the MU cable bus 26, then the other router transceiver pair 132,134 and/or remaining router transceiver units 34 a, 34 b, 34 c, 34 dthat are not in the failure condition can continue to transmit thenetwork data 16 over the MU cable bus 26. (“Failure condition,” asindicated, means being unable to transmit and/or receive network data 16over the MU cable bus 26.)

To explain further, according to one aspect, in a configuration such asshown in FIG. 1 (for example), if either of the router transceiver units34 a, 34 b enters a failure condition, then network communications mayno longer be possible between the two vehicles 18 a, 18 b through orover the MU cable bus 26 using the router transceiver units 34 a, 34 b.However, in the system 130 as illustrated in FIGS. 13-15, the redundantrouter transceiver pair 134 can act as a functional backup to the firstrouter transceiver pair 132, if either or both of the router transceiverunits 34 a, 34 b in the first router transceiver pair 132 fails or isotherwise unable to successfully communicate the network data 16 throughthe MU cable bus 26 between the first and second vehicles 18 a, 18 b.(Conversely, the first router transceiver pair 132 may act as afunctional backup to the redundant router transceiver pair 134 shouldthe redundant transceiver pair 134 fail.) In particular, from a systemlevel view, (i) if either of the router transceiver pairs 132 or 134enters a failure condition, then the other router transceiver pair 132or 134 carries on for network data transmission through the MU cable bus26 and between the vehicles 18 a, 18 b, and/or (ii) if any one of therouter transceiver units 34 a, 34 b, 34 c, or 34 d enters a failurecondition, then at least two of the other, functional router transceiverunits 34 a, 34 b, 34 c, 34 d may continue to transmit network data 16across the MU cable bus 26 between the first and second vehicles 18 a,18 b.

As described below, the first transceiver pair 132 and the redundanttransceiver pair 134 may be arranged in different network groups. Forexample, the first and second router transceiver units 34 a, 34 b may bemembers of a first network group and the third and fourth routertransceiver units 34 c, 34 d may be members of a different, secondnetwork group. A network group can include members that are able tocommunicate with each other through a network or common medium, such asthe MU cable bus 26. In one embodiment, the network groups do notcommunicate between each other. For example, a member of a first networkgroup does not communicate with a member of a different, second networkgroup. Alternatively, members of different network groups may be able tocommunicate with each other.

The members of a network group may be defined based on unique addressesassociated with the members. For example, router transceiver units 34 ofa first network may have unique addresses that are associated with thefirst network while router transceiver units 34 of a different, secondnetwork have unique addresses that are associated with the secondnetwork. Alternatively, the router transceiver units 34 of each networkmay have addresses that are common to members of the network group, butdiffer from the addresses of members in other network groups.

The addresses may be used to enable communication between members of thesame network group while avoiding communication between members ofdifferent groups when the MU cable bus 26 is used by multiple networkgroups for communication. For example, one or more packets of thenetwork data 16 sent from a first member to a second member of the samenetwork group may include a header field having the address of thesecond member. The network data 16 may be ignored or disregarded bymembers other than the second member but received by the second memberdue to the address associated with the network data 16.

In one embodiment, multiple, different network groups can use the samephysical portions of the MU cable bus 26 to communicate. For example,the members of a first network group may communicate with each otherover a set of conductive pathways 120 in the MU cable bus 26 and membersof a different, second network group may communicate with each otherover the same set of conductive pathways 120, without communicationsamong the first network group being received by the second networkgroup, and vice-versa. Alternatively, different network groups may usedifferent physical portions of the MU cable bus 26 to communicate. Forexample, the members of the first network group may communicate witheach other over a first set of conductive pathways 120 in the MU cablebus 26 while members of the second network group communicate with eachother over a different, distinct, and non-overlapping set of conductivepathways 120.

FIG. 13 shows a first configuration of the system 130. Here, the firstrouter transceiver pair 132 and the second, redundant router transceiverpair 134 are configured in different network groups, i.e., they are partof different networks or sub-networks. As shown in FIG. 13, the firstand second router transceiver units 34 a, 34 b belong to a first networkgroup and are provided with a label of “NET GROUP #1.” The third andfourth router transceiver units 34 c, 34 d belong to a different, secondnetwork group and are provided with a label of “NET GROUP #2.” Theselabels represent the network groups by identifying the members of eachnetwork group.

In addition to being in different network groups, the first and secondrouter transceiver units 34 a, 34 b of the first router transceiver pair132 communicate over a first physical portion 136 of the MU cable bus26, and the third and fourth router transceiver units 34 c, 34 d of thesecond router transceiver pair 134 communicate over a second, distinctphysical portion 138 of the MU cable bus 26. The distinct physicalportions 136, 138 can include different, non-overlapping sets ofconductive pathways 120 of the MU cable bus 26. For example, none of theconductive pathways 120 in the first physical portion 136 may beincluded in the second physical portion 138, and vice-versa. Thus, therouter transceiver units 34 a, 34 b of the first router transceiver pair132 and the first network may communicate over a first wire (or set ofwires) of the MU cable bus 26, and the router transceiver units 34 c, 34d of the second router transceiver pair 134 and the second network maycommunicate over a second, different wire (or set of wires) of the MUcable bus 26. In one embodiment, “distinct” means the router transceiverunits 34 a, 34 b of the first router transceiver pair 132 does nottransmit over any of the conductive pathways 120 of the second routertransceiver pair 134, and vice-versa. The router transceiver units 34 a,34 b, 34 c, 34 d are connected to electronic components 32 of thevehicles 18 a, 18 b, as described above.

The system 130 may be configured for operation in different ways. In afirst way, the first router transceiver pair 132 is used for networkdata 16 communications until and unless one or both of the routertransceiver units 34 a, 34 b enters a failure condition, in which casethe router transceiver units 34 c, 34 d of the other router transceiverpair 134 are used for network data 16 communication. One or more of thefirst and second vehicles 18 a, 18 b can include a monitor module 142that is communicatively coupled with one or more of the routertransceiver units 34 a, 34 b, 34 c, 34 d in the corresponding vehicle 18a, 18 b. The monitor module 142 may include fault detection circuitry,such as one or more computer processors, microprocessors, controllers,microcontrollers, or other logic-based devices, that monitor the healthof the router transceiver units 34 a, 34 b, 34 c, 34 d. The monitormodule 142 can monitor the health of the router transceiver units 34 a,34 b, 34 c, 34 d using standard computer networking equipment and/ormethods. The monitor module 142 may be included in the control module174 in one embodiment.

For example, the monitor module 142 may monitor the transmission and/orreceipt of network data 16 from and/or to the various router transceiverunits 34 a, 34 b, 34 c, 34 d. If one or more of the router transceiverunits 34 a, 34 b, 34 c, 34 d stops or transmitting network data 16 (suchas by transmitting incorrect signals without network data 16,transmitting network data 16 during an incorrect time slot, ortransmitting network data 16 using an incorrect frequency, for example)or significantly decreases the rate at which network data 16 istransmitted, then the monitor module 142 may identify the one or morerouter transceiver units 34 a, 34 b, 34 c, 34 d as being in a failurecondition. The monitor module 142 may notify the control module 174which of the router transceiver pairs 132, 134 may include the routertransceiver unit 34 a, 34 b, 34 c, 34 d in the failure condition and/ornotify the control module 174 which router transceiver unit 34 a, 34 b,34 c, 34 d is in the failure condition. The control module 174 can thencause the router transceiver units 34 a, 34 b, 34 c, 34 d of the otherrouter transceiver pair 132 or 134 to take over or control communicationof network data 16 through the MU cable bus 26. For example, the controlmodule 174 may direct the switch module 172 to allow the routertransceiver pair 132, 134 that does not include the router transceiverunit 34 a, 34 b, 34 c, 34 d in the failure condition to take over orcontrol communication of the network data 16.

In one embodiment, if the first transceiver pair 132 is communicatingnetwork data 16 over the MU cable bus 26 and the second transceiver pair134 is not transmitting network data 16, and the monitor module 142determines that the router transceiver unit 34 a or 34 b of the firstrouter transceiver pair 132 enters the failure condition, then thecontrol module 174 may direct the switch module 172 to allow the thirdand fourth router transceiver units 34 c, 34 d of the second routertransceiver pair 134 to take over communication of the network data 16.For example, the control module 174 may direct the switch module 172 tochange states to allow the second router transceiver pair 134 tocommunicate the network data 16 and to prevent the first routertransceiver pair 132 from communicating or attempting to communicate thenetwork data 16. The second router transceiver pair 134 may take over inplace of the first router transceiver pair 132.

In a second way, both router transceiver pairs 132, 134 may beconcurrently used as redundant networks, with both router transceiverpairs 132, 134 communicating network data 16 over the MU cable bus 26 atthe same time or during overlapping time periods. In such a case, if thecontrol module 174 determines that either of the router transceiverpairs 132, 134 enters a failure condition based on feedback from themonitor module 142, then the control module 174 may direct the switchmodule 172 to cause the other of the router transceiver pairs 132, 134may take over communication of the network data 16 on behalf of therouter transceiver pair 132, 134 in the failure condition. For example,instead of both router transceiver pairs 132, 134 communicating thenetwork data 16, the router transceiver pair 132, 134 that is not in thefailure condition may communicate all of the network data 16.

By communicating over distinct physical portions 136, 138 of the MUcable bus 26, if one of the physical portions 136, 138 should fail, thencommunication of the network data 16 may continue over the otherphysical portion 136, 138. For example, if the physical portion 136 or138 is mechanically damaged, such as by being cut or electricallyshorted to another conductive pathway 120, then the other physicalportion 136 or 138 may be used for continued communication of thenetwork data 16. The monitor module 142 may identify a failure conditionwhen the physical portion 136 or 138 is damaged due to the inability ofthe router transceiver units 34 a, 34 b, 34 c, 34 d that are coupled tothe damaged physical portion 136 or 138 to communicate the network data16. The use of different physical portions 136, 138 (e.g., two wires foreach portion 136, 138) and different network groups (e.g., separatenetwork addresses for the router transceiver units 34 a, 34 b, 34 c, 34d), the amount of available bandwidth to communicate the network data 16via the MU cable bus 26 is increased.

FIG. 14 shows a second configuration of the system 130. In theillustrated embodiment, the first router transceiver pair 132 and thesecond, redundant router transceiver pair 134 are configured indifferent network groups, similar to the embodiment shown in FIG. 13.However, instead of communicating over distinct physical portions 136,138 (shown in FIG. 13) of the MU cable bus 26, the router transceiverpairs 132, 134 communicate over the same physical portion 136, or acommon physical portion 136 of the MU cable bus 26. For example, boththe router transceiver pairs 132, 134 may communicate between thevehicles 18 a, 18 b and over the MU cable bus 26 using one or more ofthe same conductive pathways 120.

In one embodiment, only one of the router transceiver pairs 132, 134communicates the network data 16 at a time. For example, the firstrouter transceiver pair 132 may communicate the network data 16 untilthe first router transceiver pair 132 enters a failure condition, atwhich point the redundant router transceiver pair 134 communicates thenetwork data 16. Alternatively, the router transceiver pairs 132, 134may concurrently communicate network data 16 between the vehicles 18 a,18 b.

If the router transceiver pairs 132, 134 concurrently communicatenetwork data 16 over the common physical portion 136 of the MU cable bus26 (e.g., by transmitting the network data 16 at the same time or duringat least partially overlapping time periods), different communicationchannels may be used by the first and second router transceiver pairs132, 134. For example, the router transceiver pairs 132, 134 maycoordinate the communication of network data 16 over the common portion136 by using different communication channels. The control module 174may direct the router transceiver pairs 132, 134 to use differentchannels. A communication channel can mean different frequencies,different bandwidths, different time slots in a Time Division MultipleAccess (TDMA) method, different codes in a Code Division Multiple Access(CDMA) method, and the like. For example, the router transceiver pairs132, 134 may be assigned different portions of the bandwidth availableon the MU cable bus 26. Each router transceiver pair 132, 134 may onlyuse the bandwidth that is assigned to that router transceiver pair 132,134. As another example, the control module 174 may assign differentfrequency bands available on the MU cable bus 26 to the routertransceiver pairs 132, 134. The MU cable bus 26 may have a limitedfrequency spectrum that is usable for transmitting the network data 16(e.g., up to 30 MHz). Different frequency bands (e.g., differentfrequencies or different ranges of frequency in the available frequencyspectrum) may be assigned to different router transceiver pairs 132,134. In one embodiment, the first router transceiver pair 132 may beassigned the frequencies up to 15 MHz while the second routertransceiver pair 134 may be assigned the frequencies from 15 MHz to 30MHz.

Using the different channels can allow the router transceiver pairs 132,134 to communicate the network data 16 on the same portion 136 of the MUcable bus 26 while reducing or avoiding interference between the networkdata 16 communicated by the different router transceiver pairs 132, 134.Each of the router transceiver pairs 132, 134 may be provided withinformation about the communication channel used by the other routertransceiver pair 132, 134 in order to avoid communications conflicts. Ifthe router transceiver pairs 132, 134 are not used concurrently (e.g.,if one router transceiver pair 132 is used unless and until the routertransceiver pair 132 enters a failure condition), then the routertransceiver pairs 132, 134 may use the same communication channel.

In one embodiment, if the monitor module 174 determines that the routertransceiver unit 34 in one of the sets of router transceiver units 34disposed on a common vehicle 18 a or 18 b enters a failure condition,then the control module 174 may direct the other router transceiver unit34 in the same set to take over communication of the network data 16.For example, if the router transceiver units 34 a and 34 b arecommunicating network data 16 in a first network group and the routertransceiver unit 34 a enters a failure condition, then the controlmodule 174 can direct the switch module 172 to allow the routertransceiver unit 34 c in the same set of router transceiver units 34 onthe first vehicle 18 a to communicate the network data 16 with therouter transceiver unit 34 b on the second vehicle 18 b. The controlmodule 174 can direct the third router transceiver unit 34 c in thesecond network group to communicate the network data 16 with the secondrouter transceiver unit 34 b in the first network group. Similarly, thecontrol module 174 can direct the second router transceiver unit 34 b inthe first network group to communicate the network data 16 with thethird router transceiver unit 34 c in the second network group.

In another embodiment, if router transceiver units 34 on differentvehicles 18 a, 18 b and in each router transceiver pair 132, 134 enter afailure condition, then the remaining router transceiver units 34 maycommunicate the network data 16 with each other. For example, the firstrouter transceiver unit 34 a on the first vehicle 18 a may communicatenetwork data 16 with the second router transceiver unit 34 b on thesecond vehicle 18 b using a first channel (e.g., a first frequency bandor range of frequencies). The third router transceiver unit 34 c on thefirst vehicle 18 a may communicate network data 16 with the fourthrouter transceiver unit 34 d on the second vehicle 18 b using adifferent, second channel (e.g., a second frequency band or range offrequencies that differs and/or does not overlap with the firstfrequency band or range). If the second router transceiver unit 34 b inthe first router transceiver pair 132 and on the first vehicle 18 aenters a failure condition and the third router transceiver unit 34 c onthe second vehicle 18 b and in the second router transceiver pair 134enters a failure condition, then the first router transceiver unit 34 aand the fourth router transceiver units 34 d may take over communicationof the network data 16. For example, the first and fourth routertransceiver units 34 a, 34 d may communicate the network data 16 usingthe first channel, the second channel, or a combination of the first andsecond channels (e.g., a frequency band or range than encompasses boththe first and second frequency bands or ranges).

FIG. 15 shows a third configuration of the system 130. In theillustrated embodiment, the first router transceiver pair 132 and thesecond router transceiver pair 134 are configured in the same networkgroup (e.g., “Net Group #1”). For example, the router transceiver units34 a, 34 b, 34 c, 34 d may all be assigned or associated with addressesthat belong to the same network group. Additionally, the first andsecond router transceiver units 34 a, 34 b of the first routertransceiver pair 132 and the third and fourth router transceiver units34 c, 34 d of the second router transceiver pair 134 communicate networkdata 16 over the same physical portion 136 of the MU cable bus 26. Forexample, the first router transceiver pair 132 may communicate networkdata 16 between the vehicles 18 a, 18 b through the conductive pathways120 of the physical portion 136 and the second router transceiver pair134 may communicate network data 16 between the vehicles 18 a, 18 bthrough one or more of the same conductive pathways 120 of the physicalportion 136.

In a first possible mode of operation, the first router transceiver pair132 is used to communicate network data 16 over the MU cable bus 26until and unless one of the router transceiver units 34 a, 34 b of theenters a failure condition. If one of the router transceiver units 34 a,34 b enters a failure condition, then another, redundant routertransceiver unit 34 c, 34 d of the redundant router transceiver pair 134may be used to continue communicating the network data 16. For example,if the first router transceiver unit 34 a in the first vehicle 18 a iscommunicating network data 16 with the second router transceiver unit 34b in the second vehicle 18 b and the first router transceiver unit 34 afails, then the third router transceiver unit 34 c in the same routertransceiver set disposed on the same vehicle 18 a as the failed firstrouter transceiver unit 34 a can take over for the first routertransceiver unit 34 a. For example, the third router transceiver unit 34c can continue to communicate network data 16 with the second routertransceiver unit 34 b on the second vehicle 18 b. In another example, ifthe router transceiver unit 34 b on the second vehicle 18 b fails, thenthe other router transceiver unit 34 d in the same router transceiverset on the second vehicle 18 b as the second router transceiver unit 34b can take over and communicate the network data 16 with the first orthird router transceiver unit 34 a, 34 c on the first vehicle 18 a.

In another possible mode of operation, the router transceiver units 34a, 34 b, 34 c, 34 d operate concurrently. For example, network data 16is presented at the router transceiver units 34 a, 34 c on the firstvehicle 18 a and each of the router transceiver units 34 a, 34 ctransmits the network data 16 over one or more of the same conductivepathways 120 in the same physical portion 136 of the MU cable bus 26 tothe router transceiver units 34 b, 34 d on the second vehicle 18 b. Thenetwork data 16 may then be communicated to downstream electroniccomponents 32 of the second vehicle 18 b. The term “concurrently” doesnot mean that data is necessarily communicated at exactly the same time,but rather that the router transceiver units are operating concurrentlyfor data transmission consistent with network architecture and logic.For example, the router transceiver units 34 a, 34 c or the routertransceiver units 34 b, 34 d that are disposed on the same vehicle 18 aor 18 b may communicate packets of the network data 16 over time periodsthat at least partially overlap. As described above, interferencebetween concurrently transmitted network data 16 can be avoided orsignificantly reduced by allocating different channels (e.g., differentbandwidths, different frequencies, different time slots, and the like)to the different router transceiver units 34 a, 34 b, 34 c, 34 d.

In one embodiment, if the router transceiver unit 34 in one of the setsof router transceiver units 34 disposed on a common vehicle 18 a or 18 benters a failure condition, then the control module 174 may direct theother router transceiver unit 34 in the same set to take overcommunication of the network data 16. For example, if the routertransceiver units 34 a and 34 b are communicating network data 16 andthe router transceiver unit 34 a enters a failure condition, then thecontrol module 174 can direct the router transceiver unit 34 c in thesame set of router transceiver units 34 on the first vehicle 18 a tocommunicate the network data 16 with the router transceiver unit 34 b onthe second vehicle 18 b. The control module 174 can direct the thirdrouter transceiver unit 34 c to communicate the network data 16 with thesecond router transceiver unit 34 b. Similarly, the control module 174can direct the second router transceiver unit 34 b to communicate thenetwork data 16 with the third router transceiver unit 34 c.

FIG. 16 shows another configuration of the system 130. In theillustrated embodiment, the first router transceiver pair 132 and thesecond router transceiver pair 134 are configured in the same networkgroup (e.g., “Net Group #1”), but communicate over different physicalportions 136, 138 of the MU cable bus 26. For example, the first andthird router transceiver units 34 a, 34 c communicate network data 16between each other over the conductive pathways 120 of the firstphysical portion 136 of the MU cable bus 26 while the second and fourthrouter transceiver units 34 b, 34 d communicate network data 16 betweeneach other over the conductive pathways 120 of the distinct, secondphysical portion 136 of the MU cable bus 26. The network data 16 can becommunicated concurrently by the router transceiver pairs 132, 134, orone of the router transceiver pairs 132 may serve as a primarycommunicator of the network data 16 until entering a failure condition,at which point the other router transceiver pair 134 can take overcommunication of the network data 16.

In the illustrated embodiment, the first router transceiver pair 132 andthe second router transceiver pair 134 are configured in the samenetwork group (e.g., “Net Group #1”). For example, the routertransceiver units 34 a, 34 b, 34 c, 34 d may all be assigned orassociated with addresses that belong to the same network group.Additionally, the first and second router transceiver units 34 a, 34 bof the first router transceiver pair 132 and the third and fourth routertransceiver units 34 c, 34 d of the second router transceiver pair 134communicate network data 16 over the same physical portion 136 of the MUcable bus 26. For example, the first router transceiver pair 132 maycommunicate network data 16 between the vehicles 18 a, 18 b through theconductive pathways 120 of the physical portion 136 and the secondrouter transceiver pair 134 may communicate network data 16 between thevehicles 18 a, 18 b through one or more of the same conductive pathways120 of the physical portion 136.

In any configurations of the system 130, the router transceiver unitsand/or electronic components may be provided with standard networkswitching and routing functionality, and/or additional switches and/orrouters may be provided, to effectuate the orderly transmission of datain manner described. In the embodiments of FIGS. 13 and 14, eachelectronic component may be provided with two network addresses forcommunications across the different network groups.

FIG. 17 is a schematic diagram of a set 148 of router transceiver units150, 152 disposed on-board the same vehicle 18 in accordance with oneembodiment. The router transceiver units 150, 152 may represent therouter transceiver units disposed on the same vehicle 18 a or 18 b, suchas the router transceiver units 34 a, 34 c on the first vehicle 18 a orthe router transceiver units 34 b, 34 d on the second vehicle 18 b.

In the illustrated embodiment, the router transceiver units 150, 152 areredundant units. For example, each of the router transceiver units 150,152 may include a modem and chipset component 154, a power supply andisolation component 156, and routing circuitry 158 (“routingfunctionality”). The modem and chipset component 154 may includecircuitry that is conductively coupled with the MU cable bus 26. Themodem and chipset component 154 modulates data to be transmitted as thenetwork data 16 on the MU cable bus 26 and demodulates network data 16that is received from the MU cable bus 26. The power supply andisolation component 156 may include circuitry that receives electricenergy from the power source 144 and conveys the electric energy to theother components of the router transceiver units 150, 152 to power thecomponents. The routing circuitry 158 receives the data that isdemodulated from the network data 16 by the modem and chipset component154 and communicates the demodulated data to one or more of theelectronic components 32 disposed on-board the same vehicle 18 as theset 148 of the router transceiver units 150, 152.

FIG. 18 is a schematic diagram of a set 160 of router transceiver units162, 164 disposed on-board the same vehicle 18 in accordance withanother embodiment. The router transceiver units 162, 164 may representthe router transceiver units disposed on the same vehicle 18 a or 18 b,such as the router transceiver units 34 a, 34 c on the first vehicle 18a or the router transceiver units 34 b, 34 d on the second vehicle 18 b.

In the illustrated embodiment, the router transceiver units 162, 164 arepartially redundant units. For example, each of the router transceiverunits 162, 164 may include a separate modem and chipset component 154and a separate power supply and isolation component 156. The routingcircuitry 158 is shared by the router transceiver units 162, 164. Forexample, the router transceiver units 162, 164 may use the samecircuitry and conductive pathways of the routing circuitry 158 to directdemodulated data from the network data 16 to one or more components 32on the same vehicle 18 as the set 160.

FIG. 19 is a schematic diagram of a set 166 of router transceiver units168, 170 disposed on-board the same vehicle 18 in accordance withanother embodiment. The router transceiver units 168, 170 may representthe router transceiver units disposed on the same vehicle 18 a or 18 b,such as the router transceiver units 34 a, 34 c on the first vehicle 18a or the router transceiver units 34 b, 34 d on the second vehicle 18 b.

In the illustrated embodiment, the router transceiver units 168, 170 arepartially redundant units. For example, each of the router transceiverunits 168, 170 may include a separate modem and chipset component 154.The power supply and isolation component 156 and the routing circuitry158 are shared by the router transceiver units 168, 170. For example,the router transceiver units 168, 170 may use the same circuitry andconductive pathways of the routing circuitry 158 to direct demodulateddata from the network data 16 to one or more components 32 on the samevehicle 18 as the set 160. The router transceiver units 168, 170 may usethe same circuitry and conductive pathways of the power supply andisolation component 156 to receive power from the power supply 144. Forexample, the power supply and isolation component 156 may direct theelectric current from the power supply 144 to both modem and chipsetcomponents 154.

FIG. 20 is a flowchart of a method 1700 for communicating data in avehicle consist in accordance with one embodiment. The method 1700 maybe used in conjunction with one or more of the embodiments shown anddescribed in connection with FIGS. 13 through 16.

At 1702, a first router transceiver pair is provided in a vehicleconsist. For example, the first router transceiver pair 132 may beprovided by placing the first router transceiver unit 34 a on the firstvehicle 18 a and the second router transceiver unit 34 b on the secondvehicle 18 b. The router transceiver units 34 a, 34 b can be coupledwith one or more electronic components 32 on the first and/or secondvehicles 18 a 18 b.

At 1704, a redundant router transceiver pair is provided in the vehicleconsist. For example, the redundant router transceiver pair 134 may beprovided by placing the third router transceiver unit 34 c on the firstvehicle 18 a and the fourth router transceiver unit 34 d on the secondvehicle 18 b. The router transceiver units 34 c, 34 d can be coupledwith one or more of the electronic components 32 on the first and/orsecond vehicles 18 a, 18 b.

At 1706, the router transceiver pairs are conductively coupled with anMU cable bus that extends between and interconnects the first and secondvehicles of consist. For example, the first router transceiver unit 34 aof the first router transceiver pair 132 and the third routertransceiver unit 34 c of the redundant router transceiver pair 134 inthe first vehicle 18 a can be coupled to the MU cable bus 26. The secondrouter transceiver unit 34 b of the first router transceiver pair 132and the fourth router transceiver unit 34 d of the redundant routertransceiver pair 134 in the second vehicle 18 b can be coupled to the MUcable bus 26. In one embodiment, the router transceiver pairs 132, 134are coupled with different physical portions 136, 138 of the MU cablebus 26, as described above. Alternatively, the router transceiver pairs132, 134 can be coupled with the same or a common physical portion 136or 138 of the MU cable bus 26, also as described above.

At 1708, network data is communicated between the first and secondvehicles of consist using the first router transceiver pair through theMU cable bus. For example, the first router transceiver unit 34 a on thefirst vehicle 18 a can communicate network data 16 to the second routertransceiver unit 34 b on the second vehicle 18 b. Alternatively, adifferent combination of router transceiver units may be used tocommunicate network data between the vehicles. For example, at least oneof the router transceiver units 34 a, 34 c on the first vehicle 18 a cancommunicate network data 16 with at least one of the router transceiverunits 34 b, 34 d on the second vehicle 18 b.

At 1710, a determination is made as to whether one or more of the routertransceiver units is in a failure condition. For example, the monitormodule 142 on one or more of the vehicles 18 a, 18 b may determine ifone or more of the router transceiver units 34 a, 34 b, 34 c, 34 d isunable to communicate the network data 16. If one or more of the routertransceiver units 34 a, 34 b that is communicating the network data 16enters the failure condition, then the first transceiver unit 132 may beunable to continue communicating the network data 16. As a result, flowof the method 1700 proceeds to 1712. On the other hand, if the firsttransceiver pair 132 is not in the failure condition and is able tocontinue communicating the network data 16, then flow of the method 1700may return to 1708, where the first transceiver router pair 132continues to communicate the network data 16.

At 1712, at least one of the router transceiver units of the redundantrouter transceiver pair that is not in the failure condition is used tocommunicate the network data. For example, if the first routertransceiver unit 34 a is in the failure condition, then the third routertransceiver unit 34 c on the same vehicle 18 a may take overcommunication of the network data 16 to and from the vehicle 18 a. Asanother example, if the second router transceiver unit 34 b is in thefailure condition, then the fourth router transceiver unit 34 d on thesame vehicle 18 b may take over communication of the network data 16 toand from the vehicle 18 b.

In any of the embodiments set forth herein, the network data may beTCP/IP-formatted or SIP-formatted data. Additionally, each vehicle mayinclude a computer unit, with the computer units 32 a-32 c communicatingwith one another by transmitting the network data, formatted as TCP/IPdata or SIP data or otherwise, over the existing MU cable bus 26, andthe computer units thereby forming a computer network, e.g., anEthernet-type network.

Embodiments in this disclosure may be directed to systems and methodsfor data communications between remote rail vehicles of a multiple-unit(MU) rail vehicle configuration. In one embodiment, systems and methodsare provided for data communications through different data paths basedon operating conditions. For example, in a MU rail vehicle configurationwhere a lead control rail vehicle remotely controls operation of theother rail vehicles, data communications are sent from the lead controlrail vehicle directly to the other rail vehicles through a dedicated,narrow-band radio link, or the data communications are sent relayedthrough a wireless network provided by a wayside device to the remoterail vehicles based on operating conditions. In one example, datacommunications are relayed through the wireless network provided by thewayside device in response to not receiving a confirmation from a remoterail vehicle of receiving a data communication sent through the radiolink.

In another example, when the rail vehicle is in range to recognize thewireless network provided by the wayside device, data communications arerelayed through the wireless network, and when the rail vehicle does notrecognize the wireless network, the same data communications are sentthrough a different data communication path (e.g., data radio). Bydirecting data communications through different data communication pathsbased on operating conditions, the same data can be sent throughdifferent communication paths and the remote rail vehicles in a MU railvehicle configuration can remain in communication even as operatingconditions vary. Accordingly, data communication between remote railvehicles is made more reliable.

FIG. 21 is a schematic diagram of an example embodiment of a vehiclesystem, herein depicted as a vehicle system 1200, configured to travelon a route 1202. The vehicle system 1200 is a multiple-unit (MU) railvehicle system including a plurality of rail vehicles, herein depictedas a lead control vehicle 1204 and a remote vehicle 1240. The leadcontrol vehicle 1204 and the remote vehicle 1240 can represent railvehicles that provide tractive effort to propel the vehicle system 1200.In one example, the plurality of rail vehicles are diesel-electricvehicles that each include a diesel engine (not shown) that generates atorque output that is converted to electricity by an alternator (notshown) for subsequent propagation to a variety of downstream electricalcomponents, such as a plurality of traction motors (not shown) toprovide tractive power to propel the vehicle system 1200.

Although only two rail vehicles are depicted, it will be appreciatedthat the rail vehicle system may include more than two rail vehicles.Furthermore, the vehicle system 1200 may include rolling stock that doesnot provide power to propel the vehicle system 1200. For example, thelead control rail vehicle 1204 and the remote rail vehicle 1240 may beseparated by a plurality of units (e.g., passenger or freight cars) thatdo not provide propulsion. On the other hand, every unit in the MU railvehicle system may include propulsive system components that arecontrollable from a single location. The rail vehicles 1204, 1240 arephysically linked to travel together along the route 1202, such as atrack, rail, set of rails, etc. Alternatively, the vehicles may beanother type of vehicle, such as automobiles, mining vehicles, marinevessels, etc. The vehicles may not be mechanically coupled with eachother, but may communicate with each other to coordinate movements suchthat the vehicles travel together along the route 1202 as a group.

In the illustrated embodiment, the lead control rail vehicle 1204 mayinclude an on-board computing system 1206 to control operation of thevehicle system 1200. In particular, the on-board computing system 1206controls operation of a propulsion system (not shown) on-board the leadcontrol rail vehicle 1204 as well as provides control commands for otherrail vehicles in the rail vehicle system, such as the remote railvehicle 1240. The on-board computing system 1206 is operatively coupledwith a communication management system 1214 that, in turn, isoperatively coupled with a plurality of communication devices 1220. Whenthe on-board computing system 1206 generates data communications (e.g.,control commands), the communication management system 1214 determineswhich communication path (or device) to use for sending the datacommunications to the remote rail vehicle 1240.

In an embodiment, the on-board computing system 1206 may include apositive train control (PTC) system 1208 that may include a display1210, and operational controls 1212. The PTC system 1208 may bepositioned in a cabin of the lead control rail vehicle 1204 to monitorthe location and movement of the vehicle system 1200. For example, thePTC system 1208 may enforce travel restrictions including movementauthorities that prevent unwarranted movement of the vehicle system1200. Based on travel information generated by the vehicle system 1200and/or received through the plurality of communication devices 1220, thePTC system 1208 determines the location of the vehicle system 1200 andwhether and how fast it can travel based on the travel restrictions, anddetermines if movement enforcement is performed to adjust the speed ofthe rail vehicle (including ordering a full stop).

The travel information may include features of the railroad track (e.g.,route 1202), such as geometry, grade, etc. Also, the travel informationmay include travel restriction information, such as movement authoritiesand speed limits, which can be travel zone or track dependent. Thetravel restriction information can take into account rail vehicle systemstate information such as length, weight, height, etc. In this way, railvehicle collisions, over speed derailments, incursions into work zones,and/or travel through an improperly positioned switch can be reduced orprevented. As an example, the PTC system 1208 may command the propulsionsystems of the lead control rail vehicle 1204 as well as to the otherrail vehicles, such as the remote rail vehicle 1240, to slow or stop thevehicle system 1200 to comply with a speed restriction or a movementauthority.

In one example, the PTC system 1208 determines location and movementauthority of the vehicle system 1200 based on travel information that isorganized into a database (not shown) that is stored in a storage deviceof the PTC system 1208. In one example, the database houses travelinformation that is updated by the remote office 1236 and/or the waysidedevice 1230 and is received by the communication management system 1214through one or more of the plurality of communication devices 1220. In aparticular example, travel information is received over a wirelessnetwork 1234 provided by a wireless access point 1233 of the waysidedevice 1230 through a wireless network device 1222.

The vehicle location information may be determined from GPS informationreceived through a satellite transceiver 1224. Another suitable sourceof location information is travel information received through a radiotransceiver 1226. In one example, the vehicle location information maybe determined from sensors, such as beginning of vehicle location andend of vehicle location sensors that are received through the radiotransceiver 1226 and/or multiple unit (MU) lines 1228 from other remotevehicles, such as the remote vehicle 1240 of the vehicle system 1200.

The display 1210 presents rail vehicle state information and travelinformation to an operator in the cabin of the lead control rail vehicle1204. In one example, the display 1210 presents a rolling map thatprovides an indication of the location of the vehicle system 1200 to theoperator. For example the rolling map may include a beginning of railvehicle location, an end of rail vehicle location, rail vehicle length,rail road track zone, mile post markers, wayside device location, GPSlocation, etc. The rolling map may be annotated with movement authorityregulations and speed restrictions.

The operational controls 1212 enable the operator to provide controlcommands to control operation of the vehicle system 1200. In oneexample, the operational controls 1212 include buttons, switches, andthe like that are physically actuated to provide input. In one example,the operational controls 1212 include a touch sensitive display thatsenses touch input by the operator. For example, the operationalcontrols 1212 include a speed control that initiates the sending ofcontrol commands to propulsion systems of the different rail vehicles ofthe vehicle system 1200. The speed control may include a throttle input,a brake input, and a reverse input. The operational controls 1212 mayinclude an automated control feature that automatically determinescontrol commands based on travel information received by the PTC system1208 to automatically control operation of the vehicle system 1200.

The communication management system 1214 determines which datacommunication path to use for sending and receiving data communicationsbetween remote rail vehicles of the vehicle system 1200 based onoperating conditions. For example, operating conditions may includeavailability of a data communications path. If a plurality of datacommunications paths is available, operating conditions may includeprioritization criteria for selecting a data communications path.Prioritization criteria may include a lowest cost data communicationspath that is available, a highest reliability data communications paththat is available, or a highest bandwidth data communications path thatis available. The plurality of communications paths may provideredundancy that enables the same data to be sent through different datapaths to enable data communication between vehicles even as operatingconditions vary.

Furthermore, the communication management system 1214 may manageoperation of resources distributed throughout the vehicle system and/orresources off-board the vehicle system to meet an operational load ofthe vehicle system. In one example, the operational load may includeprocessing tasks that are assigned to different computing systems of thevehicle system 1200, the wayside device 1230, and/or the remote office1236. In particular, the communication management system 1214 determineswhich processors are available and assigns processing tasks to availableprocessors to meet the operational load of the vehicle system 1200.Processing tasks may include determining location, determining brakingdistance, determining optimum speed, etc. In cases where processingtasks are performed off-board the vehicle system 1200, such as at aremote computing system 1232 of the wayside device 1230, datacommunications are sent from the lead control rail vehicle 1204 (oranother rail vehicle) to the wireless network 1234 through the wirelessnetwork device 1222. The remote computing system 1232 performs theprocessing task and the results are sent back to the lead control railvehicle 1204 on the wireless network 1234.

In another example, operational load may include a propulsive load thatis to be generated by the vehicle system to meet a desired speed. Inparticular, the communication management system 1214 determines thepropulsive capability of available rail vehicles and relays propulsionsystem control commands to on-board computers on selected rail vehiclesthrough the wireless network 1234 provided by the wayside device 1230 tothe selected rail vehicles so as to collectively generate enoughtractive power to meet the desired speed. If the speed is lower than thecollective capability of the plurality of rail vehicles of the vehiclesystem 1200, then control commands are relayed to some selected railvehicle while others remain dormant. As operation load varies, thecontrol commands can be sent to the dormant rail vehicles to provideadditional capability.

Furthermore, the communication management system 1214 switchesoperational control of the vehicle system between on-board computers ofdifferent rail vehicles of the vehicle system based on operatingconditions. In one example, in response to degradation of the on-boardcomputing system 1206 on the lead control vehicle 1204 (the on-boardcomputing system thereby being a degraded computing system), thecommunication management system commands initialization of an on-boardcomputing system on a different rail vehicle, such as remote railvehicle 1240, to take control of operation of the vehicle system.

The communication management system may include one or more processors1216 and a non-transitive storage device 1218 that holds instructionsthat when executed perform operations to control the communicationmanagement system. For example, the storage device may includeinstructions that when executed by processor 1216 perform methodsdescribed in further detail below with reference to FIGS. 24-28.

As discussed above, the vehicle system is equipped with a plurality ofdifferent communication devices 1220 that form different datacommunication paths between rail vehicles of the vehicle system as wellas data communication paths off-board the vehicle system such as withthe wayside device 1230 and/or the remote office 1236. The communicationmanagement system may determine which communication device to use fordata communications based on operating conditions. The plurality ofcommunications devices 1220 may include a wireless network device 1222,a satellite transceiver 1224, a radio transceiver 1226, andmultiple-unit (MU) lines 1228.

The wireless network device 1222 may dynamically establish a wirelesscommunication session with a wireless network, such as the wirelessnetwork 1234 provided by the wireless access point 1233 of the waysidedevice 1230, to send and receive data communications between differentrail vehicles of the vehicle system 1200. As the vehicle system travelsthrough different travel zones, the wireless network device 1222 detectsdifferent wireless network access points provided by wayside devices orother communication devices along the railroad track (e.g., route 1202).A single wireless network may cover a travel territory, and differentwayside devices provide access points to the wireless network.Non-limiting examples of protocols that the wireless network device 1222follows to connect to the wireless network 1234 include IEEE 802:11,Wi-Max, Wi-Fi, etc. The wireless network device 1222 may generate aunique identifier that points to a particular vehicle system. The uniqueidentifier is employed in data communication messages of rail vehiclesin the vehicle system so that wireless network devices on rail vehiclesof the same rail vehicle system appropriately identify and receivemessage intended for them. By relaying intra-vehicle data communicationsthrough the wireless network 1234, data communication is made morereliable, especially in conditions where direct radio communication canbe lost.

The satellite transceiver 1224 sends and receives data communicationsthat are relayed through a satellite. In one example, the satellitetransceiver 1224 communicates with the remote office 1236 to send andreceive data communications including travel information and the like.In one example, the satellite transceiver 1224 receives rail vehiclesystem location information from a third-party global position system todetermine the location of the rail vehicle system. In one example, thecommunication management system assigns processing tasks to a remotecomputing system 1238 at the remote office 1236 and the datacommunications are sent and received through the satellite transceiver1224.

The radio transceiver 1226 provides a direct radio frequency (RF) datacommunications link between rail vehicles of the vehicle system 1200.For example, the radio transceiver 1226 of the lead control rail vehicle1204 sends a data communication that is received by a radio transceiveron the remote vehicle 1240. In one example, the vehicle system mayinclude repeaters to retransmit direct RF data communications betweenradio transceivers. In one example, the radio transceiver 1226 mayinclude a cellular radio transceiver to enable data communications,through a third-party, to remote sources, such as the remote office1236.

In some embodiments, the radio transceiver 1226 may include a cellularradio transceiver (e.g., cellular telephone module) that enables acellular communication path. In one example, the cellular radiotransceiver communicates with cellular telephony towers locatedproximate to the track. For example, the cellular transceiver enablesdata communications between the vehicle system and the remote office1236 through a third-party cellular provider. In one embodiment, each oftwo or more rail vehicles in the system (e.g., consist) has a respectivecellular radio transceiver for communications with other rail vehiclesin the system through the third-party cellular provider.

The multiple-unit (MU) lines 1228 may provide wired power connectionsbetween rail vehicles of the vehicle system 1200. In one example, the MUlines 1228 include 27 pin cables that connect between each of the railvehicles. The MU lines 1228 supply 74 Volt direct current (DC), 1 Amppower to the rail vehicles. As another example, the MU lines supply 110Volt DC power to the rail vehicles. The power signal sent through the MUlines 1228 is modulated to provide additional data communicationscapability. In one example, the power signal is modulated to generate a10 M/second information pipeline. Non-limiting examples of datacommunications passed through the MU lines 1228 may include travelinformation, rail vehicle state information and rail vehicle controlcommands, such as reverse, forward, wheel slip indication, engine run,dynamic brake control, etc.

The wayside device 1230 may embody different devices located along arailroad track (e.g., route 1202). Non-limiting examples of waysidedevices include signaling devices, switching devices, communicationdevices, etc. The wayside device 1230 may include the remote computingsystem 1232. In one example, the remote computing system 1232 providestravel information to the vehicle system 1200. In one example, theremote computing system 1232 is assigned a processing task by thecommunication management system in the event that available on-boardprocessing capabilities of the rail vehicle system do not meet theoperational load of the vehicle system 1200. The wayside device 1230 mayinclude the wireless access point 1233 which allows the wireless networkdevice 1222 as well as wireless network devices on other rail vehiclesin range to connect to the wireless network 1234. The communicationmanagement system on-board rail vehicles of the vehicle systemdynamically establish network sessions with the wireless network 1234through the wireless network device 1222 to relay data communicationbetween rail vehicles of the vehicle system 1200.

In some embodiments, under some conditions, information and/oroperations are transferred between wayside devices by relayingcommunication over the network and through the rail vehicle system. Forexample, data communications are sent from the wayside device 1230,through the network 1234, to the wireless network device 1222, and thedata communications are relayed by the wireless network device 1222 to aremote wayside device 1248 that is in data communication range. In somecases, the rail vehicle system extends the data communication range ofthe wayside devices due to the length of consist. In some cases, thewayside device 1230 sends data communications through the network 1234to the remote wayside device 1248 without relaying the datacommunications through the wireless network device 1222. In one example,two wayside devices are configured to perform similar or equivalentoperations, and in response to degradation of one of the waysidedevices, the functionality of the degraded wayside device is transferredto the other wayside device, by sending data communications over thewireless network and relayed through the wireless network device of therail vehicle system.

For example, two signaling light processing units are positioned withincommunication range of the rail vehicle system, upon degradation of oneof the signaling light processing units, processing operations for thedegraded signal light processing unit are transferred over the wirelessnetwork to the functioning signaling light processing unit to carry outthe processing operations to maintain operation of the signaling lighthaving the degraded processing unit.

Furthermore, in some cases, functionality or processing operations maybe transferred from a wayside device to the rail vehicle system. Forexample, the remote computing system 1232 of the wayside device 1230 maycalculate a braking curve for a section of track. Upon degradation ofthe remote computing system 1232, the wayside device 1230 transfers,through the wireless network 1234, the brake curve calculation to theon-board computing system 1206. Accordingly, the on-board computingsystem 1206 calculates the brake curve in order to maintainfunctionality that would otherwise be lost due to degradation of theremote computing system 1232. As another example, a switch is configuredto calculate a setting or block occupancy. Upon degradation of theswitch, the setting or block occupancy calculation is transferred,through the wireless network 1234, to the on-board computing system1206. By relaying data communications between remote wayside devicesthrough a rail vehicle, processing operation can be transferred betweendifferent wayside devices. Moreover, by establishing a wireless networksession between a wayside device and a rail vehicle system, waysidedevice processing operations can be transferred from a wayside device toprocessing resources of a rail vehicle system. Accordingly, datacommunications and processing operations is made more robust sincefunctionality is maintained even upon degradation of a rail vehicle orwayside device component.

The remote office 1236 may include the remote computing system 1238. Inone example, the remote computing system 1238 provides travelinformation to the vehicle system 1200, such as a travel database thatis downloaded to the on-board computing system 1206. In one example, theremote office 1236 communicates directly with the vehicle system (e.g.,through satellite transceiver 1224). In one example, the remote office1236 relays data communications through the wireless network 1234 of thewayside device 1230 to the vehicle system 1200. In one example, theremote computing system 1238 is assigned a processing task by thecommunication management system in the event that available on-boardprocessing capabilities of the rail vehicle system do not meet theoperational load of the vehicle system 1200.

In some embodiments, the components in the lead control vehicle 1204 arereplicated in each rail vehicle in the vehicle system 1200. For example,the remote rail vehicle 1240 may include an on-board computing system1244 that is operatively coupled with a communication management system1246 that, in turn, is operatively coupled with a plurality ofcommunication devices 1242. For example, the plurality of communicationdevices may include a wireless network device, a satellite transceiver,a radio transceiver and MU lines. These components provide equivalentfunctionality and capability as the instances on the lead control railvehicle 1204. By replicating the components on each rail vehicle, eachrail vehicle is capable of communicating and/or controlling the otherrail vehicles in the vehicle system 1200. Accordingly, operation of thevehicle system may be more flexible and reliable. Note in someembodiments, one or more of the communication devices may be omittedfrom a rail vehicle.

FIG. 22 is a flow diagram of an example embodiment of a method 200 forrelaying data communications through a wayside wireless network betweenremote rail vehicles of a MU rail vehicle system. In one example, themethod 200 is performed by the communication management system of thevehicle system depicted in FIG. 21.

At 202, the method 200 may include determining operating conditions.Determining operating conditions may include determining whether or notan on-board computing system is functioning properly and whether or notthe on-board computing system is controlling operation of remote railvehicles of the rail vehicle system. Determining operating conditionsmay include determining an availability of data communication paths forthe rail vehicle system. Determining operating conditions may includereceiving rail vehicle state and location information.

At 204, the method 200 may include determining if the rail vehiclesystem is in a coverage range of a wireless network provided by awayside device. In one example, the wireless network device 1222 detectswireless network coverage by receiving wireless network signals from awayside device. If it is determined that wireless network coverage isdetected, the method moves to 206. Otherwise, the method moves to 210.

At 206, the method 200 may include dynamically establishing a datacommunication session with the detected wayside wireless network. In oneexample, establishing the data communication session may includeassigning a unique address to the rail vehicle system, so that railvehicles in the rail vehicle system can identify messages intended forthe rail vehicles as opposed to message intended for another railvehicle system. The unique address may include a symbol for the railvehicle system or unique attribute of rail vehicle system.

At 208, the method 200 may include relaying data communications throughthe wayside wireless network to a remote rail vehicle of the railvehicle system and/or a remote wayside device. In one example, thecommunication management system sends data communications through thewireless network device 1222 to the wireless access point 1233.Subsequently, the data communications are relayed over the wirelessnetwork 1234 to a wireless network device of a remote rail vehicle. Forexample, the wireless access point 1233 sends the data communications tothe wireless network device of the remote rail vehicle. In one example,the data communications include control commands to remotely controloperation of the remote rail vehicle. In one example, datacommunications are sent from the wayside device 1230, over the wirelessnetwork 1234 and relayed through the wireless network device 1222, tothe remote wayside device 1248.

At 210, the method 200 may include sending data communication through analternative communication path to the remote rail vehicle. Since thereis insufficient wireless network coverage, the communication managementsystem selects a different communication device to send the datacommunications to the remote rail vehicle. Insufficient network coveragemay include little or no network coverage that would make datacommunication through the wireless network less reliable. In oneexample, the communication management system sends data communicationthrough the radio transceiver 1226 to the remote rail vehicle. In oneexample, the communication management system sends data communicationsthrough the MU lines 1228 to the remote rail vehicle. Note the same datais sent through the different communication paths to enable datacommunication between rail vehicles of the vehicle system 1200.

The described method enables intra-train data communications to be sentfrom one rail vehicle in a MU rail vehicle system (e.g., consist),relayed through a wayside wireless network, and received by a remoterail vehicle of the MU rail vehicle system. By relaying intra-train datacommunications through the wayside wireless network when networkcoverage is available, the reliability of data communications can beimproved by the established data communications session. Moreover, theabove-described method enables flexible operation by sending datacommunications through another communication path when wireless networkcoverage is not available.

FIG. 23 is a flow diagram of an example embodiment of a method 220 forrelaying data communications through a wayside wireless network betweenremote rail vehicles of a MU rail vehicle system in response to a lossin data communications through an alternative data path. In one example,the method is performed by the communication management system of thevehicle system depicted in FIG. 21.

At 222, the method 220 may include determining operating conditions.Determining operating conditions may include determining whether or notan on-board computing system is functioning properly and whether or notthe on-board computing system is controlling operation of remote railvehicles of the rail vehicle system. Determining operating conditionsmay include determining an availability of data communication paths forthe rail vehicle system. Determining operating conditions may includereceiving rail vehicle state and location information.

At 224, the method 220 may include sending data communications through aselected communication path to a remote rail vehicle in the MU railvehicle system. In one example, the selected data communication path mayinclude a direct RF link to the remote rail vehicle, where datacommunications are sent through the radio transceiver 1226.

At 226, the method 220 may include determining if data communicationsfeedback is received. In one example, data communications feedback mayinclude a confirmation received from the remote rail vehicle indicatingthat the remote rail vehicle received the data communications. In oneexample, where the data communications include control commands, thedata communications feedback may include an adjustment in operation ofthe remote rail vehicle. If it is determined that data communicationfeedback is received, the method 220 moves returns to 224. Otherwise,the method 220 moves to 228.

In one example, data communications are sent through a direct RF linkbetween remote rail vehicles. However, various conditions may cause aloss of data communications. For example, a rail vehicle systemconfiguration, such as a very long consist where there is a largedistance between rail vehicles, may cause a loss of data communicationsthrough the direct RF link. As another example, geography, such asterrain that does not reflect a radio signal to a remote vehicle, maycause a loss of data communications through the direct RF link.

At 228, the method 220 may include relaying data communications throughthe wayside wireless network to a remote rail vehicle of the railvehicle system and/or a remote wayside device. The same data is relayedthrough the wayside wireless network in response to a loss of datacommunications by an alternative data communications path. In oneexample, the communication management system sends data communicationsto the wireless network 1234 through the wireless network device 1222.Subsequently, the wireless network 1234 relays the data communicationsto a wireless network device of a remote rail vehicle. In one example,the data communications include control commands to remotely controloperation of the remote rail vehicle. In one example, datacommunications are sent from the wayside device 1230, over the wirelessnetwork 1234 and relayed through the wireless network device 1222, tothe remote wayside device 1248.

By relaying data communications through a wayside wireless network inresponse to a loss of data communications by an alternative datacommunications path (e.g., a direct RF link), intra-train datacommunication can be achieved between remote rail vehicles even whenoperating conditions prevent communication by the alternatecommunications path. Accordingly, intra-train data communications andremote control of rail vehicles in a multi-unit rail vehicle system ismade more robust and reliable as operating conditions vary.

FIG. 24 is a flow diagram of an example embodiment of a method 240 fortransferring control to a rail vehicle of a MU rail vehicle systemthrough a wayside wireless network. In one example, the method 240 isperformed by the communication management system of the vehicle systemdepicted in FIG. 21.

At 242, the method 240 may include determining operating conditions.Determining operating conditions may include determining whether or notan on-board computing system is functioning properly and whether or notthe on-board computing system is controlling operation of remote railvehicles of the rail vehicle system. Determining operating conditionsmay include determining an availability of data communication paths forthe rail vehicle system. Determining operating conditions may includereceiving rail vehicle state and location information.

At 244, the method 240 may include determining if the on-board computingsystem is degraded. In one example, the degradation determination ismade responsive to setting of a localized flag indicating a component ofthe on-board computing system is not functioning properly. In oneexample, the degradation determination is made based on unresponsivenessto control adjustment made manually or automatically. If it isdetermined that the on-board computing system is degraded, the method240 moves to 246. Otherwise, the method 240 returns to other operations.

At 246, the method 240 may include sending a notification, through thewayside wireless network, indicating degradation of the on-boardcomputing system. In some cases, the notification is relayed to otherremote rail vehicles of the rail vehicle system. In some cases, thenotification is relayed to a remote office. In one example, thenotification may include a signal commanding an alarm to sound to notifyan operator locally or remotely.

At 248, the method 240 may include sending a command, through thewayside wireless network, to initialize a remote computing system tocontrol the rail vehicle system. In one example, the initializationcommand is sent to a remote computing system located off-board the railvehicle system, such as at a remote office to control the rail vehiclesystem remotely. In one example, the initialization command is sent toanother on-board computing device located in a different rail vehicle ofthe rail vehicle system. Since each rail vehicle is equipped with thesame or a similar set of components, control of the rail vehicle systemcan be transferred from an on-board computing system on one rail vehicleto an on-board computing system on another rail vehicle.

By transferring operational control from an on-board computing system toa remote computing system through the wayside wireless network based ondegradation of the on-board computing system, operation control of therail vehicle system can be maintained even when a controlling on-boardcomputing system becomes degraded. In this way, the rail vehicle is mademore robust.

FIG. 25 is a flow diagram of an embodiment of a method 260 fordistributing operational tasks to different resources of a MU railvehicle system through a wayside wireless network responsive to resourcedegradation. In one example, the method 260 is performed by thecommunication management system of the vehicle system depicted in FIG.21. In another example, the method 260 is performed by the remotecomputing system 1232 of the wayside device 1230 depicted in FIG. 21.

At 262, the method 260 may include determining operating conditions.Determining operating conditions may include determining whether or notan on-board computing system or a remote computing system of the railvehicle system is functioning properly. Determining operating conditionsmay include determining an availability of data communication paths forthe rail vehicle system. Determining operating conditions may includereceiving rail vehicle state and location information. Determiningoperating conditions may include determining the collective capabilitiesof resources of the rail vehicle system. In one example, the collectivecapabilities include processing capabilities of available computingsystems on-board or off-board the rail vehicle system. In one example,the collective capabilities include available propulsive/brakingcapabilities of the rail vehicles in the rail vehicle system. Forexample, the propulsive capabilities include the torque outputcapability of each traction motor of the rail vehicle system based onoperating conditions.

At 264, the method 260 may include sending, through the wayside wirelessnetwork, operational task assignments to distributed resources of therail vehicle system to meet an operational load. In cases where theoperational load is a processing load, processing tasks are assigned toavailable processing resources of different remote computing systems. Insome cases, the remote computing systems are on-board computing systemlocated on remote rail vehicles of the rail vehicle system. In somecases, the remote computing systems are off-board computing systemslocated at the remote office or in the wayside device. In cases wherethe operational load is a propulsive/braking load, such as a torqueoutput or brake demand to meet a desired travel speed, the operationaltasks include a desired propulsive/brake output to be produced by eachremote rail vehicle in order for the rail vehicle system to meet thedesired travel speed.

At 266, the method 260 may include determining if a rail vehicle systemor wayside device resource is degraded. In one example, the rail vehicleor wayside device resource may include a processing resource of acomputing system the can become degraded or unavailable. In one example,the rail vehicle resource may include a propulsive/brake resource, suchas a traction motor or an air brake. If it is determined that the railvehicle system resource is degraded, the method 260 moves to 268.Otherwise, the method 260 returns to 264.

At 268, the method 260 may include determining if a spare rail vehiclesystem resource is available. Under some conditions, the entirety of thecapabilities of the rail vehicle system resources are not used to meetthe operational load, thus additional resources are available for use.If it is determined that a spare rail vehicle system resource isavailable for use, the method 260 moves to 270. Otherwise, the method260 moves to 272.

At 270, the method 260 may include re-assigning, through the waysidewireless network, the operational task from the degraded rail vehiclesystem resource to the spare rail vehicle system resource. In oneexample where the operational task is a processing task, re-assigningmay include sending a command for a remote computing system on-board oroff-board of the rail vehicle system to perform the processing task. Inone example where the operational task is a propulsive/braking output,re-assigning may include sending a command for a sparepropulsive/braking resource to adjust operation to meet thepropulsive/braking output.

At 272, the method 260 may include adjusting rail vehicle systemoperation to reduce the operational load to comply with the reducedcapability of the distributed rail vehicle system resources. In oneexample where the operational load is a processing load, adjusting railvehicle operation may include cancelling a processing task or delaying aprocessing task from being carried out until a processing resourcebecomes available. In one example where the operational load is apropulsive/brake load, adjusting rail vehicle operation may includereducing travel speed or operating a different brake component.Furthermore, in cases where the operational load is less than thecollective capability of the remaining distributed resources, theoperational task can be re-assigned to a remaining available resource.

By re-assigning operational tasks to distributed resources of the railvehicle system and/or a wayside device in response to resourcedegradation or unavailability, the operational load is still met by theremaining resources. In this way, the rail vehicle system is made morerobust since operation is maintained even when a rail vehicle systemresource degrades. Moreover, by sending data communications through thewayside wireless network, which has a high data rate transportcapability, the data communication path has the capacity to handle theintra-train data communications.

FIG. 26 is a flow diagram of an example embodiment of a method 280 fordistributing operational tasks to different remote resources of a MUrail vehicle configuration through a wayside wireless network responsiveto a change in operational load. In one example, the method 280 isperformed by the communication management system of the vehicle systemdepicted in FIG. 21.

At 282, the method 280 may include determining operating conditions.Determining operating conditions may include determining whether or notan on-board computing system or a remote computing system of the railvehicle system is functioning properly. Determining operating conditionsmay include determining an availability of data communication paths forthe rail vehicle system. Determining operating conditions may includereceiving rail vehicle state and location information. Determiningoperating conditions may include determining the collective capabilitiesof resources of the rail vehicle system. In one example, the collectivecapabilities include processing capabilities of available computingsystems on-board or off-board the rail vehicle system. In one example,the collective capabilities include available propulsive/brakingcapabilities of the rail vehicles in the rail vehicle system. Forexample, the propulsive capabilities include the torque outputcapability of each traction motor of the rail vehicle system based onoperating conditions.

At 284, the method 280 may include sending, through the wayside wirelessnetwork, operational task assignments to distributed resources of therail vehicle system to meet an operational load. In cases where theoperational load is a processing load, processing tasks are assigned toavailable processing resources of different remote computing systems. Insome cases, the remote computing systems are on-board computing systemlocated on remote rail vehicles of the rail vehicle system. In somecases, the remote computing systems are off-board computing systemslocated at the remote office or in the wayside device. In cases wherethe operational load is a propulsive/braking load, such as a torqueoutput or brake demand to meet a desired travel speed, the operationaltasks include a desired propulsive/brake output to be produced by eachremote rail vehicle in order for the rail vehicle system to meet thedesired travel speed.

At 286, the method 280 may include determining if the operational loadis increased. In cases where the operational load is a processing load,the operational load is increased when another processing task isgenerated and needs to be carried out. Non-limiting examples ofprocessing tasks include, calculating brake distance, determininglocation, determining railroad track state, calculating speed foroptimum fuel efficiency, etc. In cases where the operational load apropulsive load, the operational load is increased when the output(e.g., torque, speed) demand is increased. If it is determined that theoperational load is increased, the method 280 moves to 288. Otherwise,the method 280 returns to 284.

At 288, the method 280 may include determining if a spare rail vehiclesystem resource is available. Under some conditions, the entirety of thecapabilities of the rail vehicle system resources are not used to meetthe operational load, thus additional resources are available for use.If it is determined that a spare rail vehicle system resource isavailable for use, the method 280 moves to 290. Otherwise, the method280 moves to 292.

At 290, the method 280 may include assigning, through the waysidewireless network, the operational task associated with the increase inoperational load to the spare rail vehicle system resource. In oneexample where the operational task is a processing task, assigning mayinclude sending a command for a remote computing system on-board oroff-board of the rail vehicle system to perform the processing task. Inone example where the operational task is a propulsive/braking output,assigning may include sending a command for a spare propulsive/brakingresource to adjust operation to meet the propulsive/braking output. Insome cases, a plurality of resources is commanded to adjust operation tocollectively meet the increase in operational load.

At 292, the method 280 may include adjusting rail vehicle systemoperation to reduce the operational load to comply with the capabilityof the distributed rail vehicle system resources. In one example wherethe operational load is a processing load, adjusting rail vehicleoperation may include cancelling a processing task or delaying aprocessing task from being carried out until a processing resourcebecomes available. In one example where the operational load is apropulsive/brake load, adjusting rail vehicle operation may includereducing output (e.g., torque demand, speed demand) or operating adifferent brake component. Furthermore, in cases where the operationalload is less than the collective capability of the remaining distributedresources, the operational task can be assigned to a remaining availableresource.

By assigning new operational tasks to distributed resources of the railvehicle system in response to an increase in operational load, theoperational load is met even as operating conditions vary. In this way,the rail vehicle system is made more robust. Moreover, by sending datacommunications through the wayside wireless network, which has a highdata rate transport capability, the data communication path has thecapacity to handle the intra-train data communications, as opposed toother data communication paths that have less bandwidth and do not havethe capacity to handle some levels of data communications.

Embodiments of the inventive subject matter described herein generallyrelate to systems and methods for communicating data with electroniccomponents of wayside devices disposed along a route of a vehicle, suchas a rail vehicle or rail vehicle consist. One or more wayside devicesmay be disposed at or near the route of the rail vehicles. The waysidedevice can be used to control operations of the route, such as bycontrolling a switch at an intersection of two or more divergingsections of track, raising or lowering a crossing gate to allow orprevent vehicles and pedestrians from crossing the track, respectively,and the like. Other wayside devices can be used to control or impactoperations of the rail vehicles, such as by providing visual signals tooperators on the rail vehicles to proceed, slow down, or stop movementof the rail vehicles, providing control signals (e.g., positive traincontrol, or PTC) to the rail vehicles to control tractive operations ofthe rail vehicles, and the like. Other wayside devices can includesensors that monitor one or more parameters of the route and/or the railvehicles, such as hot box detectors that monitor axle and/or wheelbearing temperatures of the rail vehicles as the rail vehicles travelalong the track. The wayside devices can be coupled with electroniccomponents that control operations of the wayside devices. The aboveexamples of wayside devices are not intended to limit all embodiments ofthe presently described subject matter. For example, one or more otherwayside devices may be used in connection with one or more of theembodiments described herein.

In one embodiment, router transceiver units are operatively coupled withthe electronic components of the wayside devices and with a power supplyconductor that delivers electric current to the electronic componentsand/or other electronic apparatuses other than the electroniccomponents. The power supply conductor may be an existing MU cable bus,such as the MU cable bus 26 shown in FIG. 1. The electric currentsupplied to the electronic components and/or apparatuses powers theelectronic components and/or apparatuses. The router transceiver unitscommunicate (e.g., transmit and/or receive) network data through thepower supply conductor. The router transceiver units may communicate thenetwork data at or during the same time when the electronic componentsor other electronic apparatuses are receiving power from the powersupply conductor. For example, the network data may be piggybacked, ortransmitted on top of, the current that is supplied through the powersupply conductors to power the electronic components and/or apparatuses.Alternatively, the router transceiver units may communicate the networkdata at times when the electronic components or other electronicapparatuses are not receiving power from the power supply conductor.

In one embodiment, the network data may be transmission controlprotocol/Internet protocol (TCP/IP) formatted data. Alternatively,another communication protocol may be used. The network data may betransmitted over a pre-existing power supply conductor that previouslywas coupled with the electronic components and/or apparatuses. Forexample, the power supply conductors used to transmit the network datamay include one or more separate or interconnected buried or exposedpower distribution cables, aerial pole lines, and/or cables that areconductively coupled with a commercial power grid.

Several electronic components of the wayside devices disposed atdifferent locations may be conductively interconnected by one or morepower supply conductors in a computer network. The router transceiverunits of the electronic components may communicate network data witheach other using the power supply conductors. In one embodiment, thenetwork is an Ethernet computer network. One or more of the electroniccomponents may be network enabled devices (e.g., Ethernet devices) thatgenerate or create network data for communication to the routhertransceiver units. Alternatively, one or more of the electroniccomponents may be non-network enabled devices (e.g., analog devices)that generate or create non-network data (e.g., analog data) forcommunication to the router transceiver units. The router transceiverunits may convert the non-network data (e.g., analog data) to networkdata and transmit the network data through the power supply conductor.

The electronic components may automatically obtain or create data thatis communicated by the router transceiver units as network data throughthe power supply conductor. For example, the electronic components mayperiodically obtain or create data and/or may obtain or create the dataafter detection of an event (e.g., a measured characteristic exceeds orfalls below a threshold). The data obtained or created by the electroniccomponents may relate to operation of the associated wayside devices.For example, the data can include sensor data, diagnostic information,alarm information, indication of a status (e.g., on, off, color of alight illuminated by the wayside device, and the like) of the waysidedevice, indication of a condition (e.g., in need of repair ormaintenance, not in need of repair or maintenance, broken, and thelike), or other information.

One or more of the electronic components can include one or more sensorsthat obtain diagnostic information and/or alarm information related toan associated wayside device, the track, and/or the rail vehicle. Therouter transceiver units can transmit the diagnostic information and/oralarm information with other router transceiver units and/or to a commonnode in the network. The common node can be a centralized or distributedmonitoring station that receives the diagnostic information, alarminformation, and/or other information from the electronic components inthe network to monitor operations in the network.

FIG. 27 is a schematic diagram of one embodiment of a communicationsystem 1000. The system 1000 may include several electronic components1002 and several router transceiver units 1004 communicatively coupledwith the electronic components 1002. “Communicatively coupled” mayinclude connecting an electronic component 1002 with a routertransceiver unit 1004 by one or more wired and/or wireless communicationlinks such that data can be communicated between the electroniccomponent 1002 and the router transceiver unit 1004. The electroniccomponents 1002 are generally referred to by the reference number 1002and are individually referred to by the reference numbers 1002 a, 1002b, 1002 c, and so on. The router transceiver units 1004 are generallyreferred to by the reference number 1004 and are individually referredto by the reference numbers 1004 a, 1004 b, 1004 c, and so on.

The electronic components 1002 are operatively coupled with waysidedevices 1006. For example, an electronic component 1002 can be operablyor operatively coupled with a wayside device 1006 by one or moremechanical, wired, and/or wireless connections such that the electroniccomponent 1002 can control one or more operations of the wayside device1006 and/or communicate data with the wayside device 1006. The waysidedevices 1006 are generally referred to by the reference number 1006 andare individually referred to by the reference numbers 1006 a, 1006 b,1006 c, and so on. The wayside devices 1006 are positioned along a route1010 of a vehicle 1008, such as a train, locomotive, and/or rail vehicleconsist. Alternatively, the wayside devices 1006 may be positioned alonga route of another type of vehicle or vehicle consist. In theillustrated embodiment, the wayside devices 1006 are disposed alongsidea track that defines the route 1010 of the vehicle 1008. The waysidedevices 1006 may be located within the right of way associated with theroute 1010, such as by being disposed within a predetermined distancefrom the route 1010. For example, the wayside devices 1006 may be nogreater than sixty feet from the route 1010. Alternatively, the waysidedevices 1006 may be a different distance from the route 1010.

The wayside devices 1006 and the electronic components 1002 perform oneor more operations in connection with the vehicle 1008 and/or route1010. For example, the wayside devices 1006 a, 1006 e may include railsignal devices that illuminate to convey information or directions to anoperator of the vehicle 1008. The wayside devices 1006 a, 1006 e caninclude lamps that are illuminated in different colors, such as green,yellow, and/or red to indicate “ok to proceed,” “prepare to stop,” and“stop,” respectively, to the operator. The wayside device 1006 b mayinclude a sensor that detects a condition of the vehicle 1008 and/or theroute 1010. For example, the wayside device 1006 b may include a hot boxdetector that monitors thermal energy or temperature of wheels, axles,bearings, and the like, of the vehicle 1008. As another example, thewayside device 1006 b may include another type of defect detector thatmonitors the vehicle 1008, such as a dragging equipment detector, awheel impact detector, a sliding wheel detector, a high car detector, ashifted load detector, a weighing in motion detector, a wide loaddetector, and the like. The wayside device 1006 b may monitor the route1010, such as by including a sensor that detects a position or state ofa switch between diverging sections of the route 1010. In anotherembodiment, the wayside device 1006 b can represent a PTC device, suchas a device that transmits signals to speed control units disposed onboard the vehicle 1008 to control the speed of the vehicle 1008. Thewayside device 1006 b may transmit the signals wirelessly or throughrails of the track to the vehicle 1008.

The wayside device 1006 c may represent a track switch disposed at anintersection of diverging sections of the route 1010. For example, thewayside device 1006 c may move a portion of the track between pluralpositions in order to change the direction that the route 1010 follows.The wayside device 1006 d can represent a road crossing warning system,such as a gate that raises or lowers to allow or permit, respectively,vehicles and pedestrians to cross the route 1010. The wayside devices1006 described herein and the number of wayside devices 1006 areprovided as examples. One or more other wayside devices 1006 and/or adifferent number of one or more of the wayside devices 1006 may be used.

The electronic components 1002 can control one or more operations of thewayside device 1006 and/or communicate data with the wayside device1006. The electronic components 1002 may include logic-based devicesthat perform the operations and/or direct the wayside device 1006 toperform the operations. Examples of such logic-based devices includecomputer processors, controllers, hard-wired logic, application specificintegrated circuits (ASICs), and the like. One or more of the electroniccomponents 1002 may generate diagnostic information and/or alarminformation related to the vehicle 1008 and/or the route 1010 (e.g., thetrack). For example, the electronic component 1002 b that is coupledwith the wayside device 1006 b that can represent a defect sensor ordetector may generate information related to one or more defects of thevehicle 1008 or route 1010 (e.g., the track) as diagnostic information.If one or more of the defects that is detected by the wayside device1006 b indicates an alarm condition (e.g., a bearing temperature thatexceeds a threshold), then the electronic component 1002 b can generatealarm information that represents the alarm condition. In anotherembodiment, the electronic components 1002 may receive the diagnosticinformation from the wayside devices 1006 and perform the alarminganalysis (e.g., processing of the diagnostic information to determine ifan alarm condition exists) on the received diagnostic information.

In the illustrated embodiment, the electronic components 1002 areconductively coupled with power supply conductors 1012 that supplyelectric current to the electronic components 1002 to power theelectronic components 1002 and/or the wayside devices 1006. In anembodiment, the power supply conductors 1012 may be portions of the MUcable bus 26, shown in FIG. 1. The power supply conductors 1012 mayrepresent one or more buried or exposed power distribution cables,aerial pole lines, cables conductively coupled with a commercial powergrid 1014, and the like. Alternatively, the power supply conductors 1012may represent one or more conductors that interconnect a plurality ofthe router transceiver units 1004 in a serial (e.g., daisy chain) orparallel manner to form a network. The commercial power grid 1014 mayinclude one or more networks of power supply conductors 1012 thatdeliver electric current to customers (e.g., businesses and/or homes) inexchange for a fee. Alternatively, one or more of the electroniccomponents 1002 may not be coupled with the power supply conductors1012. For example, the electronic components 1002 may receive electricpower from another source, such as a battery, solar panel, wind turbine,and the like. The power supply conductors 1012 may supply electriccurrent to one or more of the electronic components 1002 and/or one ormore other electronic apparatuses 1016, 1018. The electronic apparatuses1016, 1018 can represent a device that is powered by the electriccurrent received by the power supply conductors 1012 but that does notperform one or more of the functions of the wayside devices 1006. In oneembodiment, the power supply conductors 1012 may include one or moreconductors that supply power to the rail vehicles 1008 and/or otherconductors disposed along the route 1010. For example, in oneembodiment, the power supply conductors 1012 may be conductors otherthan a running rail of a track on which the vehicle 1008 travels, apowered rail from which the vehicle 1008 receives (e.g., a powered thirdrail that supplies electric power to a shoe of the vehicle 1008), and/oran overhead catenary that supplies power to the vehicle 1008.Alternatively, the power supply conductors 1012 may not include theconductors that supply power to the rail vehicles 1008.

The router transceiver units 1004 are communicatively coupled with theelectronic components 1002 to communicate network data to and/or fromthe electronic components 1002. Network data can include packetizeddata, such as data that is arranged into a sequence of packets havingheaders with an address of the intended recipient of the packets,locations of the packets relative to each other (e.g., for forming thepackets back into the original message), and the like. The routertransceiver units 1004 can communicate the network data between theelectronic components 1002. For example, the router transceiver units1004 can communicate statuses of various wayside devices 1006 coupledwith the electronic components 1002 to the router transceiver units 1004coupled with other wayside devices 1006 and electronic components 1002.The statuses may indicate a position of a switch, crossing gate, light,and the like. Alternatively, the router transceiver units 1004 cancommunicate diagnostic information and/or alarm information from oneelectronic component 1002 to another electronic component 1002.

The router transceiver units 1004 are communicatively coupled with thepower supply conductors 1012 and communicate the network data throughthe power supply conductors 1012. In one embodiment, the routertransceiver units 1004 are coupled with pre-existing power supplyconductors 1012 that already are conductively coupled with theelectronic components 1002 and/or the wayside devices 1006. For example,the router transceiver units 1004 may be retrofitted to the electroniccomponents 1002 and/or the wayside devices 1006 by coupling the routertransceiver units 1004 to the power supply conductors 1012 and theelectronic components 1002 and/or wayside devices 1006. Retrofitting therouter transceiver units 1004 to existing power supply conductors 1012can add the functionality of communicating network data with theelectronic components 1002 and/or wayside devices 1006 without addingmore conductive pathways (e.g., wires, cables, and the like) between theelectronic components 1002 and/or wayside devices 1006.

The router transceiver units 1004 communicate network data with a remotelocation. A remote location can include the router transceiver unit 1004of another electronic component 1002 and/or wayside device 1006. By“remote,” it is meant that a transmitter of the network data (e.g., afirst network transceiver unit 1004) and a receiver of the network data(e.g., a second network transceiver unit 1004 or other electronicdevice) are at physically separate locations that are not near orimmediately close to each other. The remote location can be disposedseveral feet or meters apart from the router transceiver unit 1004,several miles or kilometers apart, or a greater distance apart.

In the illustrated embodiment, the router transceiver units 1004 areconductively coupled with a node 1020 by the power supply conductors1012. The node 1020 can represent one or more computing devices (e.g.,one or more computers, processors, servers, and the like) thatcommunicate network data with the router transceiver units 1004 via thepower supply conductors 1012. The node 1020 may be a common node toseveral of the router transceiver units 1004, such as a central node ina computer network 1022 formed by the router transceiver units 1004, theelectronic components 1002, and the power supply conductors 1012.Alternatively, the node 1020 may be a common node to several routertransceiver units 1004 in a distributed or non-centralized computernetwork. The network formed by the router transceiver units 1004, theelectronic components 1002, and the power supply conductors 1012 may bean Ethernet network, such as a Local Area Network (LAN). The node 1020may be located at a central dispatch office of a railroad or at acontrol tower of a rail yard. Alternatively, the node 1020 may be atanother location. The node 1020 may receive the diagnostic informationand/or the alarm information received from the router transceiver units1004 to monitor diagnostics and/or alarms related to conditions of thevehicle 1008 and/or route 1010.

In one embodiment, the router transceiver units 1004 are communicativelycoupled with each other in the network 1022 by the power supplyconductors 1012. The router transceiver units 1004 may communicatenetwork data between each other through the power supply conductors1012. For example, the router transceiver units 1004 may communicatestatus information, diagnostic information, alarm information, conditioninformation of wayside devices 1006, and/or other information related tothe wayside devices 1006 with other router transceiver units 1004. Therouter transceiver units 1004 may receive the information related to thewayside devices 1006 to coordinate actions, conditions, or states of thewayside devices 1006. For example, with respect to several waysidedevices 1006 that illuminate different colors (e.g., red, yellow, andgreen) to notify operators of the vehicle 1008 to change movement of thevehicle 1008, the router transceiver units 1004 of the wayside devices1006 can communicate the current status (e.g., illuminated color) of thecorresponding wayside devices 1006 among the router transceiver units1004 through the network 1022 to ensure that the correct wayside devices1006 are displaying the correct status or color.

Other information may be communicated between the wayside devices 1006through the power supply conductors 1012. For example, a first waysidedevice 1006 may detect occupancy of a section of track by a vehicle 1008using an electronic track circuit that is shunted when train wheel axlesshort a signal placed across the rails of the track. The occupancy ofthe section of the track may be communicated from the first waysidedevice 1006 to one or more other wayside devices 1006 by the routertransceiver units 1004 and through the power supply conductors 1012. Inanother example, a selection of a route taken by the vehicle 1008 at aswitch may be detected by a first wayside device 1006 and communicatedto one or more other wayside devices 1006 by the router transceiverunits 1004 and through the power supply conductors 1012. Another examplemay include a failure condition of a wayside device 1006 (e.g., a lightout condition at a rail signal device). The wayside device 1006 in thefailure condition may communicate the failure condition to other waysidedevices 1006 using the router transceiver units 1004 and through thepower supply conductors 1012. The wayside devices 1006 that receive thefailure condition may change their own status in response thereto (e.g.,change their light color in response to the light of a previous waysidedevice 1006 being out).

FIG. 29 is a schematic diagram of one embodiment of a node 600 that iscoupled with a plurality of the router transceiver units 1004 and thewayside devices 1006 by a power supply conductor 1012. The node 600 mayrepresent the node 1020 shown in FIG. 27. The router transceiver units1004 and the wayside devices 1006 may be remote from the node 600. Forexample, the router transceiver units 1004 and the wayside devices 1006may be several miles (e.g., 5, 10, 20, or 50 miles or more) apart fromthe node 600.

The node 600 may include a router transceiver unit 602 that communicatesthe network data with the router transceiver units 1004. The routertransceiver unit 602 may be similar to one or more of the routertransceiver units 1004. For example, the router transceiver unit 602 canreceive and/or transmit network data with the router transceiver units1004 of the wayside devices 1006 through the power supply conductor1012. The node 600 can include a physical structure or building 604 usedby one or more human persons, such as a dispatch or other office, asignaling bungalow or shack, or other structure. The node 600 mayinclude a computing device 606, such as a computer, server, or otherdevice capable of interacting with human persons to receive input and/orprovide output to the persons. The computing device 606 can be disposedwithin the building 604 and may include one or more processors and/orcomputer readable storage media, such as a computer hard drive, thatoperate on the network data received by the router transceiver unit 602and/or generate network data for transmission by the router transceiverunit 602. The computing device 606 may be used by persons to monitor thestatuses, measurements obtained by, and other information relevant tothe wayside devices 1006 and communicated to the node 600 as networkdata by the router transceiver units 1004. Although not shown in FIG.29, the router transceiver units 1004 can be coupled with electroniccomponents 1002 (shown in FIG. 27) of the wayside devices 1006, asdescribed above.

FIG. 30 is a schematic diagram of another embodiment of a node 700 thatis coupled with a plurality of the router transceiver units 1004 and thewayside devices 1006 by a power supply conductor 1012. The node 700 mayrepresent the node 1020 shown in FIG. 27. The router transceiver units1004 and the wayside devices 1006 may be remote from the node 700. Forexample, the router transceiver units 1004 and the wayside devices 1006may be several miles (e.g., 5, 10, 20, or 50 miles or more) apart fromthe node 700.

The node 700 may include a router transceiver unit 702 that may besimilar to the router transceiver unit 602 (shown in FIG. 29) of thenode 600 (shown in FIG. 29). For example, the router transceiver unit702 may communicate network data with the router transceiver units 1004through the power supply conductor 1012. Although not shown in FIG. 30,the router transceiver units 1004 can be coupled with electroniccomponents 1002 (shown in FIG. 27) of the wayside devices 1006, asdescribed above.

The node 700 can include a physical structure or building 704 that issimilar to the building 604 (shown in FIG. 29) of the node 600 (shown inFIG. 29). For example, the building 704 may be used by one or more humanpersons to monitor the statuses, measurements obtained by, and otherinformation relevant to the wayside devices 1006 and communicated to thenode 700 as network data by the router transceiver units 1004. Althoughnot shown in FIG. 30, the node 700 can include a computing device, suchas the computing device 606 shown in FIG. 29, to allow the persons tointeract with and/or monitor the network data transmitted to and/orreceived from the router transceiver units 1004.

In the illustrated embodiment, the building 704 represents a remoteoffice. For example, the building 704 may represent one or morestructures that are disposed at least several miles away from the routertransceiver unit 702 and/or the power supply conductor 1012. The routertransceiver unit 702 can communicate with the building 704 via a networkconnection 706. The network connection 706 can represent one or morecomputing devices, communication lines, and the like, that arecommunicatively coupled with one another in a network or a portion of anetwork. For example, the network connection 706 may represent one ormore Ethernet lines (e.g., conductive pathways used to communicatenetwork data), routers, modems, computers, servers, and/or other devicesthat are coupled together in a packet-switched network, such as theInternet, an internet, a Wide Area Network (WAN), a Local Area Network(LAN), and the like. The router transceiver unit 702 communicates thenetwork data with the building 704 through the network connection 706such that the router transceiver unit 702 does not need to be directlycoupled with and/or located close to the building 704. In oneembodiment, the network connection 706 can include one or more wirelessconnections through which the network data is communicated.

In one embodiment, the router transceiver unit 702 receives electricalsignals (e.g., first signals) from a plurality of the wayside devices1006 (e.g., as transmitted by the router transceiver units 1004) throughthe power supply conductor 1012. The electrical signals may betransmitted and received over the power supply conductor 1012 asmodulated network data. The router transceiver unit 702 may demodulatethe received electrical signals into demodulated electrical signals(e.g., second signals) that include the network data. The routertransceiver unit 702 may convert the demodulated electrical signals intoanother type of electrical signals (e.g., third signals) that areformatted to be transmitted to the building 704 through the networkconnection 706.

FIG. 31 is a schematic diagram of another embodiment of a node 800 thatis coupled with a plurality of the router transceiver units 1004 and thewayside devices 1006 by plural power supply conductors 1012. The node800 may represent the node 1020 shown in FIG. 27. The router transceiverunits 1004 and the wayside devices 1006 may be remote from the node 800.For example, the router transceiver units 1004 and the wayside devices1006 may be several miles (e.g., 5, 10, 20, or 50 miles or more) apartfrom the node 800.

As shown in FIG. 31, plural power supply conductors 1012 conductivelycouple the node 800 with the router transceiver units 1004. The powersupply conductors 1012 may be separate and distinct from each other suchthat electric current and/or network data that is conveyed through afirst power supply conductor 1012 is not conveyed through a different,second power supply conductor 1012. The power supply conductors 1012 maybe part of a commercial power grid, such as the power grid 1014 shown inFIG. 27. For example, the power supply conductors 1012 may extend from apower sub-station 802 of the power grid 1014 to the router transceiverunits 1004 and the wayside devices 1006. The power sub-station 802 cansupply electric current to the router transceiver units 1004 and/or thewayside devices 1006 to power the router transceiver units 1004 and/orthe wayside devices 1006. The node 800 also is coupled with the powersupply conductors 1012 to communicate network data with the routertransceiver units 1004 through the same power supply conductors 1012.Although not shown in FIG. 31, the router transceiver units 1004 can becoupled with electronic components 1002 (shown in FIG. 27) of thewayside devices 1006, as described above.

The node 800 may be similar to the node 600 and/or the node 700 shown inFIGS. 31 and 32. For example, the node 800 may include a routertransceiver unit 804 that is similar to the router transceiver unit 602and/or 702 (shown in FIGS. 31 and 32). The node 800 can include astructure or building 806, such as the building 604 and/or the building704 (shown in FIGS. 31 and 32). In one embodiment, the node 800 caninclude a network connection that is similar to the network connection706 (shown in FIG. 30) between the router transceiver unit and thebuilding 806.

In one embodiment, the router transceiver unit receives a plurality ofelectrical signals (e.g., first signals) from a plurality of the waysidedevices 1006 (e.g., as transmitted by the router transceiver units 1004)through different power supply conductors 1012. For example, the routertransceiver unit may receive at least one of the first signals over afirst power supply conductor 1012 and at least a different one of thefirst signals over a different, second power supply conductor 1012.

The router transceiver unit may demodulate the received electricalsignals into demodulated electrical signals (e.g., second signals) thatinclude the network data. The router transceiver unit may convert thedemodulated electrical signals into another type of electrical signals(e.g., third signals) that are formatted to be transmitted to thebuilding 806 through the network connection (e.g., the routertransceiver unit 804).

FIG. 32 is a schematic diagram of another embodiment of a routertransceiver unit 900. The router transceiver unit 900 may be similar tothe router transceiver unit 1004 shown in FIG. 27. For example, therouter transceiver unit 900 may be coupled with the power supplyconductor 1012, the electronic component 1002, and/or the wayside device1006 to transmit network data from the electronic component 1002 and/orthe wayside device 1006 through the power supply conductor 1012 and/orreceive network data through the power supply conductor 1012.

In the illustrated embodiment, the router transceiver unit 900 mayinclude an adapter 902 and a communication unit 904 operably coupledwith each other to permit communication of data between the adapter 902and the communication unit 904. The adapter 902 is operably coupled withthe electronic component 1002 of a wayside device 1006. The electroniccomponent 1002 may generate data related to the wayside device 1006. Forexample, the electronic component 1002 may create data that representsor may include measurements obtained from a sensor, diagnosticinformation of the wayside device 1006, alarm information of the waysidedevice 1006, a status of the wayside device 1006 (e.g., a current stateof a rail signal device), or a condition of the wayside device 1006(e.g., in need of repair or maintenance, functioning without need forrepair or maintenance, and the like). The data may be non-network data,such as analog data, or a non-digital signal. For example, theelectronic component 1002 may be a non-network enabled device thattransmits data other than network data (e.g., other than packetizeddata) to the adapter 902.

The electronic component 1002 communicates the data as electric signalsto the adapter 902. Alternatively, the electronic component 1002 may benetwork enabled such that the electronic component 1002 transmits thedata as network data (e.g., packet data) over an Ethernet line orconnection between the electronic component 1002 and the adapter 902.

The communication unit 904 is conductively coupled to the power supplyconductor 1012 that supplies electric current to the wayside device 1006and/or another electronic apparatus other than the electronic component1002 to power the electronic component 1002 and/or electronic apparatus.The power supply conductor 1012 may supply the electric current from aremote source, such as a source that is disposed outside of the routertransceiver unit 900, the electronic component 1002, and/or the waysidedevice 1006. In one embodiment, the power supply conductor 1012 supplieselectric current from a power sub-station or a power grid that isdisposed several miles (e.g., 5, 10, 15, 20, 25, or 50 miles or farther)away from the router transceiver unit 900.

The communication unit 904 receives the non-network data as the electricsignals from the adapter 902 and converts the non-network data intonetwork data (e.g., “converted network data”). For example, thecommunication unit 904 may convert analog electric signals received fromthe adapter 902 to modulated network data. The communication unit 904communicates the modulated network data over the power supply conductor1012 to another location, such as another router transceiver unit 900coupled with another wayside device 1006, a node 1020 (shown in FIG.27), and/or another location. In one embodiment, the communication unit904 communicates the converted network data to a remote location, suchas a location that is at least several miles away.

FIG. 33 is a schematic diagram of another embodiment of a routertransceiver unit 410. The router transceiver unit 410 may be similar tothe router transceiver unit 1004 shown in FIG. 27. For example, therouter transceiver unit 410 may be coupled with the power supplyconductor 1012, the electronic component 1002, and/or the wayside device1006 to transmit network data from the wayside device 1006 and/or fromthe electronic component 1002 through the power supply conductor 1012and/or receive network data through the power supply conductor 1012.

The router transceiver unit 410 may include an adapter 412 and acommunication unit 414 operably coupled with each other. The adapter 412is operably coupled with the electronic component 1002 of the waysidedevice 1006. The adapter 412 receives data as electrical signals fromthe electronic component 1002. In the illustrated embodiment, theadapter 412 may include a network adapter 416 that receives network datafrom the electronic component 1002.

The communication unit 414 is conductively coupled to the power supplyconductor 1012 that supplies electric current to the wayside device 1006to power the electronic component 1002 and/or another electronicapparatus other than the electronic component 1002. The power supplyconductor 1012 may supply the current from a remote source, such as asource that is located several miles away. The communication unit 414converts the network data received from the electronic component 1002via the network adapter 416 of the adapter 412 to modulated networkdata. The communication unit 414 transmits the modulated network dataover the power supply conductor 1012 to another location, such asanother wayside device 1006 and/or another remote location.

In one embodiment, the communication unit 414 may include a signalmodulator module 418 operably coupled with the network adapter 416 ofthe adapter 412. The signal modulator module 418 receives the networkdata from the network adapter 416 and converts the network data (e.g.,such as by modulating the network data) to converted network data (e.g.,such as modulated network data) for transmission over the power supplyconductor 1012.

FIG. 34 is a schematic diagram of another embodiment of a routertransceiver unit 1100. The router transceiver unit 1100 may be similarto the router transceiver unit 1004 shown in FIG. 27. For example, therouter transceiver unit 1100 may be coupled with the power supplyconductor 1012, the electronic component 1002, and/or the wayside device1006 to transmit network data from the wayside device 1006 and/or theelectronic component 1002 through the power supply conductor 1012 and/orreceive network data through the power supply conductor 1012.

The router transceiver unit 1100 may include an adapter 1102 and acommunication unit 1104 operably coupled with each other. The adapter1102 is operably coupled with the electronic component 1002 of thewayside device 1006. The adapter 1102 receives data as electricalsignals from the electronic component 1002. The adapter 1102 may includean electrical interface component 1106 (“Connector or Receiver”) thatinterfaces with the electronic component 1002. The interface component1106 may include an electrical connector that mechanically couples withthe electronic component 1002 to receive electrical signals that includedata (e.g., analog data and/or network data) obtained or generated bythe electronic component 1002. Alternatively or additionally, theinterface component 1106 may include a wireless transceiver thatwirelessly communicates with the electronic component. For example, theinterface component may receive data from the electronic component 1002via a wireless communication link.

In one embodiment, the interface component 1106 may include one or moreelectronic receiver elements that perform signal processing of theelectric signals received from the electronic component 1002. Forexample, the interface component 1106 may include one or more devicessuch as buffers, level shifters, demodulators, amplifiers, filters, andthe like, that are used to process electrical signals received from theelectronic component 1002 and that include the data from the electroniccomponent 1002.

The communication unit 1104 is conductively coupled to the power supplyconductor 1012 that supplies electric current to the electroniccomponent 1002 and/or the wayside device 1006 to power the electroniccomponent 1002, the wayside device 1006, and/or an electronic apparatusother than the electronic component 1002. As described above, the powersupply conductor 1012 may supply electric current from a remote source,such as a source that is located several miles away.

The communication unit 1104 may convert the data received from theelectronic component 1002 via the adapter 1102 to modulated network dataand to transmit the modulated network data over the power supplyconductor 1012. The communication unit 1104 may transmit the modulatednetwork data to a remote location, such as another router transceiverunit 1100 and/or node 1020 (shown in FIG. 27) disposed several milesaway.

In the illustrated embodiment, the communication unit 1104 may include aconversion module 1108 and a signal modulator module 1110. Theconversion module 1108 is operably coupled to the adapter 1102 toreceive the data from the electronic component 1002 via the adapter1102. The conversion module 1108 converts the received data to networkdata. For example, the conversion module 1108 may receive non-networkdata (e.g., analog data) from the adapter 1102 and reformat the datainto packet form, including headers, footers, and/or data conversionfrom an analog format to a digital format, to form the network data.

The signal modulator module 1110 receives the network data from theconversion module 1108 and may convert the network data, such as bymodulating the network data, into modulated network data fortransmission over the power supply conductor 1012. The communicationunit 1104 may then transmit the modulated network data through the powersupply conductor 1012.

FIG. 28 is a flowchart of a method 500 for communicating network data.The method 500 may be used in conjunction with one or more embodimentsof the communication system 1000 shown in FIG. 27. For example, themethod 500 may be used to communicate network data with and/or betweenthe router transceiver units 1004 (shown in FIG. 27) coupled with theelectronic components 1002 (shown in FIG. 27) of the wayside devices1006 (shown in FIG. 27) through the power supply conductors 1012 (shownin FIG. 27).

At 502, a router transceiver unit is communicatively coupled with anelectronic component of a wayside device. As described above, the routertransceiver unit 1004 (shown in FIG. 27) can be coupled with theelectronic component 1002 (shown in FIG. 27) using one or more wiredand/or wireless communication links.

At 504, the router transceiver unit is conductively coupled with a powersupply conductor. For example, the router transceiver unit 1004 (shownin FIG. 27) may be conductively coupled with the power supply conductor1012 (shown in FIG. 27) that also supplies electric current to theelectronic component 1002 (shown in FIG. 27) and/or one or more otherelectronic apparatuses 1016, 1018 (shown in FIG. 27).

The method 500 may include two legs that include a transmission leg 506and a receiving leg 508. One or more of the operations described inconnection with each of the legs may be performed at different timeperiods, concurrently, or simultaneously. With respect to thetransmission leg 506, at 510, diagnostic information and/or alarminformation is obtained from the electronic component to which therouter transceiver unit is coupled. For example, the electroniccomponent 1002 (shown in FIG. 27) may obtain diagnostic and/or alarminformation related to the vehicle 1008 (shown in FIG. 27) and/or theroute 1010 (shown in FIG. 27). This diagnostic and/or alarm informationis communicated to the router transceiver unit 1004 (shown in FIG. 27).

At 512, the router transceiver unit transmits the diagnostic informationand/or alarm information through one or more of the power supplyconductors as network data. For example, the router transceiver unit1004 (shown in FIG. 27) may communicate network data that may includediagnostic information, alarm information, or another type ofinformation to a remote location, such as the node 1020 (shown in FIG.27) and/or another router transceiver unit 1004.

With respect to the receiving leg 508, at 514, the router transceiverunit receives network data through the power supply conductor. Forexample, the router transceiver unit 1004 (shown in FIG. 27) may receivecontrol information used to control the vehicle 1008 (show in FIG. 27),status information, diagnostic information, alarm information, oranother type of information. The router transceiver unit 1004 mayreceive the information as network data that is communicated in packetsthrough one or more of the power supply conductors 1012 (shown in FIG.27).

At 516, the router transceiver unit conveys the information of thereceived network data to the electronic component coupled with therouter transceiver unit. For example, the router transceiver unit 1004(shown in FIG. 27) may convey control information that directs theelectronic component 1002 (shown in FIG. 27) to change a color of alight that is illuminated at the wayside device 1006 (shown in FIG. 27),to change a position of a switch of the wayside device 1006, or tootherwise change a condition of the electronic component 1002 and/or thewayside device 1006.

Other embodiments relate to systems and methods that allocate portionsof a data communication bandwidth of a communication pathway extendingbetween vehicles for the communication of different categories of datasignals. Data may include information that is conveyed or communicatedin a data signal. A data signal may include additional information thatis used to convey or communicate the data. For example, a sensor maygenerate a measurement of speed as data. The speed measurement may bepacketized in one or more packets that include additional information,such as header portions of the packets that specify recipients and/ororders of the packets. The packets may represent the data signals thatare used to convey the data.

FIG. 35 is a schematic illustration of one embodiment of a vehiclesystem 2100. The system 2100 shown in FIG. 35 is a rail vehicle system(e.g., a train or part of a train), but alternatively may be a non-railvehicle system (e.g., a vehicle consist formed from two or more vehiclesthat are not rail vehicles). The system 2100 includes a lead vehicle2102 and one or more trailing or remote vehicles 2104, 2106, 2108, 2110and/or one or more non-propulsion-generating vehicles 2112. The units orvehicles 2104, 2106, 2108, 2110, 2112 alternatively may be referred toas vehicles, such as propulsion-generating vehicles 2104, 2106, 2108,2110 (e.g., locomotives, automobiles, mining vehicles, marine vessels,etc.) and non-propulsion-generating vehicles 2112 (e.g., railcars,trailers, etc.).

The system 2100 travels along a route 2114 (e.g., track, road, waterway,etc.). A vehicle system may include a single propulsion-generatingvehicle or multiple propulsion-generating vehicles. By way of example, arail vehicle consist (e.g., train) may include severalpropulsion-generating and non-propulsion-generating vehicles or cars(e.g., rail vehicles), with the propulsion-generating vehicles beingcapable of self-propulsion and the non-propulsion-generating vehiclesbeing incapable of self-propulsion. A locomotive consist may includeseveral propulsion-generating vehicles (e.g., locomotives) thatcoordinate the tractive and/or braking efforts provided by thepropulsion-generating vehicles such that the locomotive consist operatesas a single unit. The vehicle system may include one or more locomotiveconsists. In one embodiment, the vehicles in the vehicle system 2100 arenot mechanically coupled with each other. For example, two or moreseparate vehicles may travel together along a route as the system 2100,with the vehicles communicating with each other (e.g., using wirelesscommunications) to coordinate the movements of the vehicles with eachother so that the vehicles travel together as a group or unit.

The propulsion-generating vehicles 2102, 2104, 2106, 2108, 2110 supplytractive forces to propel the system 2100 along the route 2114. In oneembodiment, the system 2100 includes the lead vehicle 2102 disposed atthe front end of the consist 2100; alternatively, the lead vehicle 2102may be located intermediate in the system 2100. In either case, the leadvehicle 2102 is the lead in terms of consist operation. The lead vehiclein a vehicle system may remotely control operations of the remote and/ortrail vehicles in the same vehicle system. For example, the lead vehiclemay issue command messages via wired and/or wireless communicationpathways to the other vehicles in the vehicle system. These messages candirect the vehicles to implement designated operational settings (e.g.,throttle settings, brake settings, speeds, accelerations, etc.).

The non-propulsion-generating vehicles 2112 may be cars for carryingcargo (e.g., goods and/or passengers) along the route 2114. The otherpropulsion-generating vehicles 2104, 2106, 2108, 2110 in the system 2100may be remote propulsion-generating vehicles or trailpropulsion-generating vehicles, depending on where in the system theyare located and/or on how they are functionally linked with otherpropulsion-generating vehicles. In the example of FIG. 35, thepropulsion-generating vehicles 2104, 2106 are trail or remotepropulsion-generating vehicles, and the propulsion-generating vehicles2108, 2110 are remote propulsion-generating vehicles. A remotepropulsion-generating vehicle is one that is operationally linked (e.g.,wirelessly) with the lead propulsion-generating vehicle 2102 forcoordinated tractive effort (e.g., throttle or braking), in adistributed power (DP) system. Typically, remote propulsion-generatingvehicles are not in the same propulsion-generating vehicle consist(e.g., locomotive consist) as the lead propulsion-generating vehicle2102 (e.g., a remote vehicle may be spaced apart from the lead consistby one or more non-propulsion-generating vehicles), but this is notnecessarily the case. A trail propulsion-generating vehicle is one thatis in the same propulsion-generating vehicle consist as anotherpropulsion-generating vehicle, and that is controlled by the otherpropulsion-generating vehicle, such as through a cable or other wiredconnection that interconnects the two. The number ofpropulsion-generating vehicles 2102, 2104, 2106, 2108, 2110 in thesystem 2100 may vary from those shown in FIG. 35.

The propulsion-generating vehicles 2102, 2104, 2106, 2108, 2110 and/ornon-propulsion-generating vehicles 2112 may include data sourcesdisposed on board the various propulsion-generating vehicles 2102, 2104,2106, 2108, 2110 and/or non-propulsion-generating vehicles. For example,the propulsion-generating vehicles 2102, 2104, 2106, 2108, 2110 and/ornon-propulsion-generating vehicles 2112 may include sensors, radios,software applications, and other components that generate data. The datacan represent the output of the data sources and can be communicatedbetween the propulsion-generating vehicles 2102, 2104, 2106, 2108, 2110and/or non-propulsion-generating vehicles 2112 in the system 2100 viadata signals. For example, the data signals may include the data that issensed, measured, obtained, or the like, by the data sources. The datasignals can be communicated throughout the system 2100 via one or morecommunication pathways 2116. The communication pathway 2116 may comprisea conductive communication pathway, such as a wire or other conductor,or a group of wires or other conductors, e.g., a trainline or MU cable,that extends through the system 2100 between the propulsion-generatingvehicles 2102, 2104, 2106, 2108, 2110 and/or thenon-propulsion-generating vehicles 2112. In another embodiment, thecommunication pathway 2116 may be another type of communication linkamong or between the vehicles 2102, 2104, 2106, 2108, 2110, 2112, suchas one or more wireless connections in a wireless network. The data thatis communicated as data signals through the communication pathway 2116may be network data and/or high-bandwidth network data.

FIG. 36 is a schematic diagram of one embodiment of a communicationsystem 2226 that communicates data signals between a first vehicle 2200and a second vehicle 2202 of the consist 2100 shown in FIG. 35. Thevehicles 2200, 2202 may represent two of the propulsion-generatingand/or non-propulsion-generating vehicles 2102, 2104, 2106, 2108, 2110,2112 (shown in FIG. 35). For example, the vehicles 2200, 2202 mayrepresent two of the powered and/or non-propulsion-generating vehicles2102, 2104, 2106, 2108, 2110, 2112 adjacent to each other in the consist2100 shown in FIG. 35. Alternatively, the vehicles 2200, 2202 may beseparated by one or more other powered and/or non-propulsion-generatingvehicles 2102, 2104, 2106, 2108, 2110, 2112. As described above, thecommunication pathway 2116 extends between the vehicles 2200, 2202 topermit communication of data signals between the vehicles 2200, 2202.While the communication system 2226 is shown as extending between twovehicles 2200, 2202, the communication system 2226 may extend amongthree or more vehicles 2200, 2202. For example, the communication system2226 may communicate data between or among several propulsion-generatingvehicles in a vehicle system.

In the illustrated embodiment, the vehicles 2200, 2202 include one ormore control systems 2216 that operate to control movement of thevehicles 2200, 2202. While only one control system 2216 is shown onboardeach of the vehicles 2200, 2202, alternatively, one or more of thevehicles 2200, 2202 may have multiple control systems 2216 which canperform the same or different operations.

The control systems 2216 can represent one or more systems, such as apropulsion system, a brake system, a safety system, or the like. Apropulsion system 2216 can provide tractive effort to propel thevehicles 2200, 2202. The propulsion systems can represent one or moretraction motors, engines (e.g., diesel engines) that propel, accelerate,decelerate, and/or stop movement of the vehicle system 2100 (shown inFIG. 35). Alternatively, one or more of the vehicles 2200, 2202 may notinclude a propulsion subsystem 2216. A brake system can include brakesthat generate braking effort to slow and/or stop movement of the vehiclesystem 2100. For example, the system 2216 can represent an air brakesystem having one or more pipes, conduits, compressors, valves, or thelike, for increasing air pressure in the system 2216 to deactivate ordisengage brakes of the vehicle system 2100 and/or decreasing airpressure in the system 2216 to activate or engage brakes of the vehiclesystem 2100. A safety system can represent the PTC system 1208 describedherein.

The system 2226 includes processors 2204 disposed onboard the vehicles2200, 2202. The processor 2204 may include computer processors,microprocessors, controllers, microcontrollers, or other hardwaredevices. For example, the processors 2204 can be programmablelogic-based devices; dedicated, hard-wired state machines; or acombination thereof. The reference number 2204 can refer to a singleprocessor or multiple processors, arithmetic-logic units (ALUs), centralprocessing units (CPUs), or the like, disposed on board each of thevehicles 2200, 2202. The processors 2204 operate based on one or moresets of instructions. The one or more sets of instructions can includeone or more software applications or programs stored on computerreadable storage media disposed on board the vehicles 2200, 2202, suchas memories 2206. The memories 2206 may be tangible and non-transitorycomputer readable storage media, such as solid-state, electromagnetic,and/or optical memories. The memories 2206 can be volatile, nonvolatile,or a mixture thereof. Some or all of the memories 2206 can be portable,such as a disk, card, memory stick, cartridge, and the like.

The processors 2204 are communicatively coupled with one or more datasources of the system 2226. For example, the processors 2204 may becapable of communicating with data sources disposed on board the samevehicle 2200, 2202 and/or with one or more data sources disposed onanother vehicle by wired and/or wireless connections, such as busses,wires, wireless networks, and the like. In the illustrated embodiment,the data sources disposed on board each vehicle 2200, 2202 include asensor 2208, an input device 2210, a control device 2212, and a computerapplication 2214. Alternatively, one or more other data sources may bedisposed on the first and/or second vehicles 2200, 2202. In oneembodiment, the data sources disposed on each of the vehicles 2200, 2202may differ from the data sources disposed on board the other vehicle2202, 2200.

The sensor 2208 includes a device capable of sensing or measuring astate or condition of a component and producing data representative ofthe sensed or measured state or condition. For example, the sensors 2208can output operational data representative of a state of one or morecontrol systems 2216 of the vehicles. This operational data canrepresent characteristics of the control systems 2216, and can includemeasurements of the control system 2216, such as a measured speed of anengine or vehicle, a measured torque or horsepower output by thevehicle, a measured location of the vehicle (e.g., global positionsystem or other coordinates), a temperature of the vehicle, anacceleration of the vehicle, or the like. With respect to a brake systemas the control system 2216, the operational data can include airpressure in the brake system, a rate of air flow in the brake system, abraking force of the brake system, a temperature of the brake system, atemperature of the vehicle system, a volume of air in the brake system,or the like.

The sensors 2208 can include active and/or passive sensors that monitorone or more characteristics of the vehicles 2200, 2202. The sensors 2208may provide data that represents a health or status of one or more ofthe vehicles 2200, 2202. For example, the sensors 2208 may monitor thepropulsion subsystems 2216, such as by monitoring the traction motors,engines, and/or brakes of the propulsion subsystems 2216. Alternatively,the sensors 2208 may include one or more other devices that provide datarepresentative of a health, status, or condition of one or more othercomponents of the vehicles 2200, 2202. The sensors 2208 may generatedata that is to be communicated to one or more other vehicles 2200,2202.

The input devices 2210 include one or more components that receive inputfrom an outside source and generate data based on the input. The inputdevices 2210 can be devices that are used by human operators of thevehicles 2200 and/or 2202 to provide input into the system 2226. By wayof example, the input devices 2210 can include keyboards, touchscreens,microphones, styluses, an electronic mouse, and the like. Alternatively,the input devices 2210 may be devices that receive data in data signalscommunicated from one or more other vehicles, such as the vehicle 2202.For example, the input device 2210 can include an antenna and/orcoupling with the communication pathway 2116 to receive data fromanother vehicle. The input devices 2210 may generate data that is to becommunicated to one or more other vehicles 2200, 2202.

The control device 2212 includes a device that is used to controltractive operations of the propulsion subsystem. For example, thecontrol device 2212 may include a computer processor and one or moresets of instructions (e.g., software applications) that direct thecomputer processor to change tractive effort and/or braking effortsupplied by the propulsion subsystem 2216. The control device 2212 mayautomatically control operations of the propulsion subsystem 2216, suchas by changing the tractive efforts and/or braking efforts according toinstructions received from another vehicle 2200 or 2202 (e.g., in adistributed power arrangement of the consist 2100 shown in FIG. 35),instructions received from the operator via the input device 2210,and/or a trip profile. The trip profile may be a series of settings forthe propulsion subsystem (e.g., throttle and brake settings) that areautomatically implemented by the control device 2212 during a trip ofthe consist 2100. For example, the trip profile may include differentthrottle settings based on a variety of factors, such as speed limits indifferent portions of the trip, emission limits, tonnage of cargo beingconveyed, grade and/or curvature of the track 2114, and the like. Thecontrol device 2212 may generate data that is to be communicated withthe control device 2212 and/or one or more other components on anothervehicle 2200, 2202, such as to control tractive efforts of anothervehicle 2200, 2202.

The computer application 2214 includes a device that performs one ormore functions related to or dependent upon the operations of thevehicle 2200 or 2202. For example, the computer application 2214 mayrepresent a computer processor and one or more sets of instructions thatdirect the processor to measure conditions of the vehicle 2200 or 2202(e.g., throttle settings, current speed, brake pressure, temperature,horsepower, and the like) and use the measured conditions for one ormore purposes, such as for calculating fuel efficiency, trackingperformances of the operator of the vehicle 2200, 2202, providing safetyfeatures (e.g., speed limits), and the like, for the vehicle 2200, 2202.The computer applications 2214 on different vehicles 2200, 2202 maygenerate and communicate data with each other and/or with one or moreother components on another vehicle 2200, 2202.

The processors 2204 receive data from one or more of the data sourcesdescribed above and/or from one or more other data sources andcommunicate the data in data signals to another vehicle. For example,the processor 2204 of the first vehicle 2200 may transmit data signalsthat include data from one or more data sources 2208, 2210, 2212, 2214of the first vehicle 2200 to the processor 2204 of the second vehicle2200. The data signals can be transmitted through one or more wiredand/or wireless connections, such as through the communication pathway2116. The communication pathway 2116 can represent one or more wiredconnections, such as the MU cable, or may represent one or more wirelessconnections, such as a wireless network. Alternatively, the processor2204 may transmit the data signals to one or more other vehicles of theconsist 2100 shown in FIG. 35.

One or more of the processors 2204 on the vehicles 2200, 2202 mayinclude several functional modules that perform various operations tocommunicate the data signals between vehicles of the consist 2100 (shownin FIG. 35). The modules may be embodied in one or more sets ofinstructions stored in the memory 2206 of the corresponding vehicle2200, 2202. In the illustrated embodiment, the processors 2204 includeinput modules 2218 that receive data from the data sources. For example,the processors 2204 may be communicatively coupled with the sensors2208, input devices 2210, control devices 2212, and computerapplications 2214 disposed on the same vehicle 2200, 2202 by one or morewired and/or wireless connections. The input modules 2218 may receivedata from the data sources disposed on board the same vehicle 2200,2202. Alternatively, the input modules 2218 may receive data from one ormore other data sources and/or from one or more data sources disposed ona different vehicle 2200, 2202.

In one embodiment, a prioritization module 2220 assigns differentpriority ranks to the data signals used to convey the data received fromthe data sources. The priority ranks may be assigned to the data signalsbased on one or more categories of the data that is transmitted in thedata signals. For example, the prioritization module 2220 can associatedata received from the data sources with one or more categories andassign the same or similar priority ranks to data associated with thesame category. The categories can be customizable and changed over time.As one example, the categories can include, but are not limited to, a:first category, comprising data associated with controlling operationsof a propulsion subsystem of one or more of a first vehicle or adifferent, second vehicle (referred to herein as the control category);a second category, comprising data associated with enforcement of asafety limitation on operations of one or more of the first vehicle orthe second vehicle (referred to herein as the safety category); a thirdcategory, comprising data representative of information about at leastone of a state or condition of one or more of the first vehicle or thesecond vehicle (referred to herein as the informational category);and/or a fourth category, comprising data used by one or more softwareapplications (referred to herein as the software application category).The categories can additionally or alternatively include a fifth, thirdparty category (comprising data that is requested by and/or used by oneor more third party software applications), and a sixth, inherentcategory (comprising data that is requested by and/or used by one ormore software applications provided by the manufacturer or supplier ofthe vehicle). One or more additional categories may be used. In oneembodiment, a seventh, “other” category may include data that is notincluded in one or more other categories.

The control category includes data that relates or is used to controloperations of the vehicle 2200, 2202. For example, the control categorymay include instructions to change one or more settings of thepropulsion subsystem 2216 of a vehicle 2200, 2202. In operation, thefirst vehicle 2200 may transmit instructions to the second vehicle 2202to change a throttle setting, a brake setting, or some other settingthat controls tractive operations of the second vehicle 2202. Theseinstructions may be associated with the control category by theprioritization module 2220 prior to transmitting the instructions indata signals from the first vehicle 2200 to the second vehicle 2202.

The informational category includes data that provides information abouta state or condition of one or more of the vehicles 2200, 2202. Forexample, the informational category may include fuel levels, speeds,temperatures, horsepower, and the like, of one or more of the vehicles2200, 2202. In one embodiment, the data in the informational categorymay not include directions or instructions to change, vary, or maintaina setting or other state or condition of the propulsion subsystem 2216.

The safety category includes data that may be used for the safeoperation of the vehicle 2200, 2202. For example, the data in the safetycategory may be used to prevent or avoid physical harm to bystanders,the vehicles 2200, 2202, other vehicles, nearby equipment, and the like,by enforcing one or more safety limitations (e.g., speed and/orgeographical limitations) on the vehicles 2200, 2202. The data of thesafety category may be used by the vehicles 2200, 2202 to controloperations of the vehicles 2200, 2202. For example, the data in thesafety category can include positive train control (PTC) informationthat is used to monitor and/or control movements of one or more of thevehicles 2200, 2202 and/or the consist 2100 shown in FIG. 35. The PTCinformation may represent geographic locations of the vehicles 2200,2202 and/or consist 2100 relative to boundaries that representrestricted areas that the vehicles 2200, 2202 and/or consist 2100 arenot permitted due to safety limitations (e.g., the presence of anotherconsist on the track 2114). As another example, the PTC information mayrepresent current speeds of the vehicles 2200, 2202 and/or consist 2100relative to speed limits associated with different geographic areas. Thedata in the safety category can be used to change operations of thevehicle 2200, 2202, such as to stop movement of the vehicle 2200 and/or2202 when the vehicle 2200, 2202 approaches or enters a restricted area,to slow down movement of the vehicle 2200 and/or 2202 when the vehicle2200, 2202 approaches a reduced speed limit, and the like. Otherinformation in addition to the above examples may be data in the safetycategory.

The third party category includes data that is requested by and/or usedby one or more third party software applications to perform one or moreoperations. For example, the computer application 2214 may be a thirdparty software application, such as a software application provided byan entity or party other than the manufacturer or supplier of thevehicle 2200 and/or 2202. The third party software application may usethe data for a variety of purposes, such as for monitoring or trackingone or more states, conditions, or operations of the vehicle 2200, 2202.

The inherent category includes data that is requested by and/or used byone or more software applications provided by the manufacturer orsupplier of the vehicle 2200, 2202. For example, the computerapplication 2214 may be a software application that is pre-loaded orpre-existing on the vehicle 2200, 2202 when the vehicle 2200, 2202 isacquired, or is provided after acquisition of the vehicle 2200, 2202 bythe manufacturer or supplier. The software application may use the datafor a variety of purposes, such as for monitoring or tracking one ormore states, conditions, or operations of the vehicle 2200, 2202. Thethird party category and the inherent category may collectively bereferred to as a software application category.

In one embodiment, the prioritization module 2220 assigns a low orrelatively low priority rank to data of the third party category and ahigher priority rank to the data of the inherent category. Theprioritization module 2220 may assign a priority rank to theinformational category that is the same or higher than the priority rankof the inherent category. Alternatively, the data in at least aplurality of the third party category, the inherent category, and/or theinformational category may be assigned the same priority rank. Theprioritization module 2220 can assign a higher priority rank to the datain the control category than the priority ranks of the third partycategory, the inherent category, and/or the informational category. Thedata of the safety category may be provided with a priority rank that ishigher than one or all of the other categories. Alternatively, adifferent order of priority ranks may be assigned to the data of thedifferent categories. In one embodiment, data may belong or beassociated with a plurality of categories. The prioritization module2220 may assign the priority rank that is greatest among the pluralityof categories to which the data is associated, or at least a priorityrank that is greater than one or more of the other categories to whichthe data is associated.

The prioritization module 2220 can assign different data to thedifferent categories in a variety of manners. In one embodiment,different data sources may have electrical connectors that mechanicallyand electrically couple the data sources with the processor 2204, orwith a housing that includes the processor 2204. For example, the datasources may be connected to connector plugs that are received indifferent connector sockets. The prioritization module 2220 may identifywhich socket is used to receive data and, based on the socket, assignthe data to a particular category. As different data sources can becoupled with different sockets, the data from the different data sourcescan be associated with different categories.

In another embodiment, the prioritization module 2220 can assigndifferent data to the different categories based on identifiers of thedata sources. For example, the different data sources may be associatedwith identifiers, such as Internet Protocol (IP) addresses. The IPaddresses may be unique or shared by two or more of the data sources.The prioritization module 2220 may assign the data received from one ormore data sources having one or more identifiers to a first category,the data received from other data sources having other identifiers to asecond category, and so on.

A bandwidth module 2222 allocates different portions of a datacommunication bandwidth that is available on the communication pathway2116 to the data signals. In one embodiment, the bandwidth module 2222allocates the portions of the bandwidth to the categories of data basedon priority ranks associated with the categories. Alternatively, thebandwidth module 2222 may allocate the portions of the bandwidth basedon an amount of available bandwidth. The communication pathway 2116 mayhave a bandwidth that represents a measurement of data communicationresources that are available for communicating the data signals. Thebandwidth may be expressed as a bit rate, or rate of communication ofdata through the communication pathway 2116, such as bits per second,kilobits per second, and the like. In one embodiment, the communicationpathway 2116 has a bandwidth of 10 megabits per second. Alternatively,the communication pathway 2116 may have a smaller or larger bandwidth.The bandwidth may be referred to as a channel capacity of thecommunication pathway 2116.

The bandwidth of the communication pathway 2116 may be allocated amongdifferent categories of data by dividing the available bandwidth intoportions and assigning different portions and/or different sizedportions to different categories. For example, the safety category maybe assigned a first portion of the bandwidth, the control category maybe assigned a second portion of the bandwidth, the informationalcategory may be assigned a third portion of the bandwidth, and so on. Inone embodiment, the portions of the bandwidth represent differentsubsets of the physical portions of the MU cable to the differentcategories. For example, if the MU cable includes “n” physical portions,the bandwidth module 2222 may dedicate or assign of the physicalportions to a first subset of physical portions, another of the physicalportions to a second subset, another of the physical portions to a thirdsubset, and another of the physical portions to a fourth subset. Thedifferent subsets of the physical portions may include non-overlappingsubsets of the physical portions. For example, in one embodiment, no twosubsets of the physical portions include the same physical portion orphysical portions. Alternatively, a plurality of the subsets of thephysical portions may share one or more physical portions. Differentcategories of the data may be assigned to different subsets of thephysical portions.

The bandwidth module 2222 can allocate the different subsets of thephysical portions to the different categories of data in order toprovide greater bandwidth to one or more of the categories than one ormore other categories. For example, if the portions are the same size orapproximately the same size (e.g., the portions have the same orapproximately same number of physical portions), then the bandwidthmodule 2222 can allocate a greater number of the portions of thephysical portions to a first category relative to a second category toprovide the first category with greater bandwidth. Alternatively, if theportions are not the same size (e.g., the portions have differentnumbers of physical portions), then the bandwidth module 2222 canallocate a portion having a larger number of physical portions to afirst category relative to a second category so that the first categoryhas a greater bandwidth. As the number of physical portions that isallocated to a category increases, the size of the bandwidth in thecommunication pathway 2116 that is used to communicate data signalshaving data of the category increases. Conversely, as the number ofphysical portions that is allocated to a category decreases, the size ofthe bandwidth in the communication pathway 2116 that is used tocommunicate data signals having data of the category also may decrease.

In another embodiment, the bandwidth of the communication pathway 2116may be expressed as a range of frequencies that can be used tocommunicate data signals through the communication pathway 2116. Forexample, the bandwidth may include a range of frequencies (Δf) extendingfrom a lower frequency limit (fL) to an upper frequency limit (fU). Thefrequencies within the range of frequencies (Δf) may be grouped intosubsets or channels, with each subset or channel representing a smallerrange of the frequencies. For example, the bandwidth module 2222 mayallocate of the range of frequencies (Δf) to a first subset or channel,another of the range of frequencies (Δf) to a second subset or channel,another of the range of frequencies (Δf) to a third subset or channel,and another of the range of frequencies (Δf) to a fourth subset orchannel. Different subsets or channels can be assigned to the differentcategories of data such that data signals conveying different categoriesof data are communicated using different subsets of the range offrequencies (Δf). In one embodiment, a plurality or all of the samephysical portions of the communication pathway 2116 may be used tocommunicate data signals having data of different categories at the sametime, but with different subsets or channels of the range of frequencies(Δf).

The different subsets or channels of the range of frequencies (Δf) mayinclude non-overlapping subsets of the range of frequencies (Δf). Forexample, in one embodiment, no two subsets or channels of the range offrequencies (Δf) include the same frequency. Alternatively, a pluralityof the subsets or channels of the range of frequencies (Δf) may shareone or more frequencies.

The bandwidth module 2222 may allocate fixed portions of the bandwidthto the categories of data. For example, the bandwidth module 2222 mayassign different subsets of the physical portions and/or of the range offrequencies (Δf) to different categories prior to a trip of the consist2100 (shown in FIG. 35) (e.g., the movement of the consist 2100 from astarting location to a destination location) and keep the allocation ofthe subsets among the categories the same for the remainder of the trip.

Alternatively, the bandwidth module 2222 may dynamically allocate theportions of the bandwidth among the categories of data. For example, thebandwidth module 2222 may initially assign different subsets of thephysical portions and/or of the range of frequencies (Δf) to differentcategories but change the size of the assigned portion of the bandwidthfor one or more of the categories. The bandwidth module 2222 may changethe size of the portion of the bandwidth for a category by allocating adifferent number of physical portions to communicating data signalshaving data of the category and/or by allocating a larger or smallersubset of the range of frequencies (Δf) to the communication of datasignals having data of the category.

The bandwidth module 2222 can dynamically allocate the bandwidth amongthe categories of data based on an operating condition of the vehicle2200 and/or 2202. An operating condition represents a state or theoccurrence of an event related to operations of the vehicle 2200, 2202.For example, application of an emergency brake, a shutdown (e.g. turningoff) of an engine, failure of a traction motor, detection of impendingfailure of a traction motor, an unsafe increase or change in an enginetemperature, and the like, may represent an emergency or abnormaloperating condition of the vehicle 2200, 2202. When such an emergency orabnormal operating condition occurs, the bandwidth module 2222 mayincrease the size and/or number of portions of the bandwidth that areallocated to one or more categories of data having higher priority ranksand/or reduce the size and/or number of portions of the bandwidthallocated to other categories having lower priority ranks. Detection ofthe operating condition of the vehicle 2200, 2202 may be provided by theinput device 2210 and/or one or more other data sources to the bandwidthmodule 2222.

The bandwidth module 2222 can dynamically allocate the bandwidth amongthe categories of data based on a failure rate of communication betweenthe vehicle 2200 or 2200 and one or more other vehicles of the consist2100 (shown in FIG. 35). The failure rate of communication represents afrequency at which data signals transmitted by a first vehicle of theconsist 2100 do not reach, or are not received, by a different, secondvehicle of the consist 2100. With respect to data signals transmitted asa plurality of data packets, a data signal may not reach or be receivedwhen one or more of the data packets that are necessary to interpret thedata signal do not reach the intended recipient. In one embodiment, thevehicles 2200, 2202 may transmit data signals and confirmation signalsto each other. The data signals include data, as described above, andthe confirmation signals may include indications that the data signalswere successfully received. If a receiving first vehicle does nottransmit a confirmation signal to a transmitting second vehicle, then afailure of communication may have occurred.

The input module 2218 of a transmitting vehicle may track or monitor howoften data signals are sent to another receiving vehicle without aconfirmation signal being received from the receiving vehicle. If thefrequency or number of times that confirmation signals are not receivedexceeds a threshold, then the input module 2218 of the transmittingvehicle may notify the bandwidth module 2222 of the transmittingvehicle. In response, the bandwidth module 2222 may increase the sizeand/or number of portions of the bandwidth that are allocated to one ormore categories of data transmitted by the transmitting vehicle toattempt to decrease the failure rate of communication from thetransmitting vehicle. Conversely, if the rate of communication failuredecreases below a threshold, then the input module 2218 may inform thebandwidth module 2222 and the bandwidth module 2222 may decrease thesize and/or number of portions of the bandwidth allocated to one or morecategories of the data transmitted by the transmitting vehicle.

The bandwidth module 2222 can dynamically allocate the bandwidth amongthe categories of data based on a change in the amount of bandwidth thatis available through the communication pathway 2116. For example, due tophysical damage to the communication pathway 2116, interference incommunication within the communication pathway 2116, an increase in theamount of data signal traffic in the communication pathway 2116, and/orone or more external conditions, the amount of bandwidth that isavailable on the communication pathway 2116 may change or decrease. Thebandwidth module 2222 may monitor the available bandwidth on thecommunication pathway 2116. When the available bandwidth decreases belowa threshold, the bandwidth module 2222 may increase the size and/ornumber of portions of the bandwidth that are allocated to one or morecategories of data having higher priority ranks and/or reduce the sizeand/or number of portions of the bandwidth allocated to other categorieshaving lower priority ranks. In one embodiment, if the availablebandwidth increases above a threshold, the bandwidth module 2222 maychange the size and/or number of portions of the bandwidth that areallocated to one or more categories of data, or may stop allocatingbandwidth among the categories such that all or a plurality of thecategories are transmitted using any or all of the available bandwidth.

A transceiver module 2224 directs transmission of the data signals fromone vehicle 2200 or 2202 to another vehicle 2202 or 2200 through thecommunication pathway 2116. If the bandwidth module 2222 has allocateddifferent portions of the bandwidth of the communication pathway 2116 todifferent categories of data, then the transceiver module 2224 maytransmit the data signals having the data using the allocated portionsof the bandwidth. As described above, a transceiver module such as therouter transceiver units described herein may be used to transmit and/orreceive data signals on the communication pathway 2116. For example, thetransceiver module 2224 may include or be embodied in a routertransceiver unit to transmit and/or receive the data signals.

In one embodiment, the bandwidth module 2222 throttles the availablebandwidth for transmitting the data signals based on the prioritiesassociated with the data signals by communicating the data signalsthrough the communication pathway 2116 using one or more layers of theOSI model of communication. For example, the data signals may betransmitted through the communication pathway 2116 by the transceivermodule 224 as data packets according to the TCP/IP protocol. The layersof the OSI model provide services to one or other layers of the OSImodel to permit successful communication of the data packets from atransmitter to a receiver of the data packets, with the data packetsbeing combined to form a data signal by the receiver of the datapackets. For example, the network layer (also referred to as “Layer 3”)of the OSI model can provide for the routing of the data packets formingthe data signal between communication components along a pathway betweenthe transmitter and the receiver of the data signal. The communicationcomponents include one or more devices or modules that receive datapackets and re-transmit the data packets between the transmitter and thereceiver. In one embodiment, the communication components that route thedata packets according to the network layer include transceiver modules2224 disposed in the consist 2100, such as by being disposed on-boardone or more propulsion-generating vehicles 2104, 2106, 2108, 2110 and/ornon-propulsion-generating vehicles 2112 of the consist 2100. Thetransceiver module 2224 that transmits the data packets can send thedata packets to the transceiver module 2224 on another unit 2104, 2106,2108, 2110, 2112, with the network layer routing the data packetsthrough other transceiver modules 2224 disposed between the transmittingtransceiver module 2224 and the receiving transceiver module 2224. Theseother transceiver modules 2224 receive and re-transmit the data packetsso that the data packets end up at and are recombined at the receivingtransceiver module 2224.

The transport layer (also referred to as “Layer 4”) of the OSI model canprovide for controlling the reliability in transmitting the data packetsfrom the transmitting transceiver module 2224 and the receivingtransceiver module 2224. For example, the transport layer can controlthe flow of the data packets (e.g., by changing the bandwidth allocatedto communicating the data packets of different data signals), thesegmentation and/or desegmentation of groups of packets and/or ofindividual packets (e.g., by combining data packets into groups and/orseparating groups of data packets), and the like. The transport layercan control the order in which the data packets are transmitted so thatthe receiving transceiver module 2224 receives the data packets in apredetermined order, such as in the order that the data packets arecombined to form the data signal. The transport layer can provide errorchecking of the data packets, such as by examining the contents of thedata packets to ensure the data included therein is not corrupted and/orby determining if the receiving transceiver module 2224 actuallyreceives the data packets.

The network and transport layers can be used to communicate the datasignals over the communication pathway 2116 that includes, or is formedfrom, the MU cable in the consist 2100. For example, the transceivermodules 2224 of the consist 2100 and the communication pathway 2116 mayform interconnected components of a network, such as an Ethernetnetwork. The network and transport layers may then be used tocommunicate the data packets of the data signal between the transceivermodules 2224 and through the communication pathway 2116. The network andtransport layers may transmit the data packets according to thebandwidth allocations determined by the bandwidth module 2222, and mayprovide quality of service (QoS) mechanisms to the communication of thedata packets. For example, by assigning different priorities to the datasignals, allocating different portions of available bandwidth accordingto the priorities, using the network layer to transmit the data packetsalong pathways in the Ethernet network according to the allocatedportions of the bandwidth (e.g., higher priority signals having shorterpaths through the network), and/or using the transport layer to providemore bandwidth to the data packets associated with higher priorities, aQoS mechanism that provides increased speed and/or reliability intransmitting higher priority data may be achieved.

FIG. 37 is a flowchart of one embodiment of a method 1500 forcommunicating data signals in a vehicle consist. The method 1500 may beused in conjunction with one or more embodiments of the communicationsystem 2226 (shown in FIG. 36) to communicate data signals betweenvehicles 2200, 2202 (shown in FIG. 36) of the consist 2100 (shown inFIG. 35). The method 1500 is shown as including two legs 1502, 1504 thatare referred to as a data acquisition leg 1502 and a bandwidthallocation leg 1504. The operations described in connection with thedifferent legs 1502, 1504 may be performed at different times, duringthe same time periods, or during at least partially overlapping timeperiods.

In the data acquisition leg 1502, at 1506, data is received from one ormore data sources. As described above, the processor 2204 on the vehicle2200 may receive data from a variety of input sources, such as thesensor 2208, the input device 2210, the control device 2212, thecomputer application 2214, and the like.

At 1508, categories of the data are identified. For example, the datamay be associated with one or more categories based on the data sourcethat provided the data and/or the contents of the data. As describedabove, the categories may include a safety category, a control category,an informational category, a third party category, an inherent category,an other category, and the like.

In the allocation leg 1504, at 1510, an amount of available bandwidth ona communication pathway between the vehicles is determined. For example,the processor 2204 (shown in FIG. 36) may determine how much bandwidthis available on the conductive communication pathway 2116 (shown in FIG.35) extending between the vehicles 2200, 2202 (shown in FIG. 36) fortransmission of the data signals from the vehicle 2200 to the vehicle2202. The bandwidth may be expressed as a bit rate for data transmissionand/or a range of frequencies (Δf) that may be used to datatransmission.

At 1510, a determination is made as to whether the bandwidth of thecommunication pathway needs to be allocated. For example, the processor2204 (shown in FIG. 36) may determine if the amount of availablebandwidth is relatively low, such as by being less than a bit ratethreshold or frequency range threshold. If the amount of availablebandwidth is relatively low, then the communication pathway may haveinsufficient resources to communicate data signals between the vehicles2200, 2202 (shown in FIG. 36) without allocating the bandwidth amongdifferent categories of the data in the data signals. As a result, flowof the method 1500 may continue to 1514.

On the other hand, if the amount of available bandwidth is notrelatively low, such as by being at least as great as a bit ratethreshold or a frequency range threshold, then the communication pathwaymay have sufficient resources to communicate the data signals betweenthe vehicles 2200, 2202 (shown in FIG. 36) without allocating thebandwidth among the categories of the data in the data signals. As aresult, flow of the method may continue to 1516.

At 1516, data signals that include the data are transmitted from thevehicle 2200 (shown in FIG. 36) to the vehicle 2202 (shown in FIG. 36)without allocating the bandwidth of the communication pathway among thecategories of data. Flow of the method 1500 may return to 1510 so thatthe method 1500 proceeds in a loop-wise manner and the availablebandwidth is repeatedly examined to determine if the bandwidth needs tobe allocated. Alternatively, flow of the method 1500 may not return to1510.

At 1514, priority ranks are assigned to the categories of the data. Forexample, the categories of the data may be prioritized based on whichdata sources provided the data and/or the contents of the data. Asdescribed above, certain categories may receive a higher priority thanother categories based on the type of data. For example, data related tothe safe operation and/or control of the vehicles 2200, 2202 (shown inFIG. 36) may be provided with a higher priority rank than data that isprovided for informational purposes only (e.g., a fuel level measurementor a cabin temperature measurement).

At 1518, at least some of the available bandwidth of the communicationpathway between the vehicles 2200, 2202 (shown in FIG. 36) is allocatedamong at least a plurality of the categories of the data. For example,the bandwidth may be divided into portions that are defined by subsetsof different, discrete conductors and/or subsets of the range offrequencies (Δf). The portions may be the same size or different sizes.One or more of the portions may be allocated to each of a plurality orall of the categories. As described above, categories having higherpriority ranks may be allocated larger portions of the bandwidth and/ora larger number of portions of the bandwidth.

At 1520, data signals that include the data are transmitted from thevehicle 2200 to the vehicle 2202. The data signals are transmittedthrough the communication pathway between the vehicles 2200, 2202. Thedata signals are transmitted using the portions of the bandwidth thatare allocated based on the categories of the data. For example, a firstdata signal having data in a first category may be transmitted using afirst portion of the bandwidth while a second data signal having data ina second category is transmitted using a different, second portion ofthe bandwidth. As described above, the data signals may be transmittedas network data comprised of data packets.

The method 1500 may proceed in a loop-wise manner. For example, flow ofthe method 1500 may return to 1506 and/or 1510 in order to obtain moredata and/or allocate available bandwidth based on the categories of thedata. The allocation of bandwidth may be fixed for a trip of thevehicles 2200, 2202 or may be dynamically changed during the trip, asdescribed above.

FIG. 38 is a schematic illustration of another embodiment of a vehicle3800. The vehicle 3800 can represent one or more of the vehiclesdescribed above. For example, the vehicle 3800 can represent one or moreof the propulsion-generating vehicles, rail vehicles, or other types ofvehicles described herein. The vehicle 3800 can be included in a vehiclesystem or vehicle consist formed from two or more vehicles 3800 totravel together along a route, such as a road, track, or the like.

The vehicle 3800 includes a control unit 3802. The control unit 3802 canrepresent one or more of the control units described herein. Forexample, the control unit 3802 can represent hardware circuits orcircuitry that include and/or are connected with one or more processorsfor controlling operations of the vehicle 3800 and/or the vehicle systemthat includes the vehicle 3800. The control unit 3802 is operablycoupled with other components of the vehicle 3800 by one or more wiredand/or wireless connections that permit the communication of databetween the components.

One or more transceiver units 3804 are disposed onboard the vehicle 3800and are operably coupled with the control unit 3802. The transceiverunit 3804 shown in FIG. 38 represents one or more of the transceiverunits, communication units, radio units, or the like, described herein.A communication system 3820 may be formed by plural transceiver units3804 onboard two or more vehicles 3800 in the same vehicle system orvehicle consist. As a result, only part of the communication system 3820is shown in FIG. 38.

The transceiver unit 3804 can be operably connected with transceivingcircuitry, such as an antenna 3806 and associated hardware forwirelessly communicating data (such as packetized network data) with oneor more other vehicles 3800. The transceiver unit 3804 can be operablyconnected with one or more wired communication pathways 3808 extendingalong the vehicle system or vehicle consist. In one embodiment, thewired communication pathway 3808 shown in FIG. 38 represents an MUcable. Alternatively, the pathway 3808 can represent one or more otherwired connections. The transceiver unit 3804 can communicate data (e.g.,packetized network data) with one or more other vehicles 3800 in thesame vehicle system or vehicle consist via the communication pathway3808 and/or wirelessly via the antenna 3806.

An input device 3810 is operably connected with the control unit 3802 sothe control unit 3802 can receive input from an operator of the vehicle3800 and/or other sources of input. The input device 3810 can representone or more of the input device described herein, such as the inputdevice 2210. An output device 3812 is operably connected with thecontrol unit 3802 so the control unit 3802 can present information to anoperator of the vehicle 3800, such as operational data, operationalcapabilities of the vehicle system, or the like. The output device 3812can represent one or more electronic devices used to communicateinformation to the operator. For example, the output device 3812 canrepresent the display described herein, a speaker, a haptic device, atouchscreen, one or more lights, or the like.

As described above, the vehicle 3800 can include a control system 2216,such as a brake system 3814 shown in FIG. 38. The control system 2216can control movement events of the vehicle 3800 or consist that includesthe vehicle 3800. A movement event can include changing a currentmovement of the vehicle 3800 or consist. For example, movement eventscan include slowing movement of the vehicle 3800 or consist, stoppingmovement of the vehicle 3800 or consist, speeding up movement of thevehicle 3800 or consist, or the like.

The brake system 3814 operates to slow or stop movement of the vehicle3800. In one embodiment, the brake system 3814 represents an air brakesystem that maintains air pressure in one or more conduits and/orreservoirs (collectively shown as 3816 in FIG. 38) above a designatedthreshold to deactivate or disengage breaks of the vehicle 3800. Thebrake system 3814 can reduce this air pressure to engage the breaks ofthe vehicle 3800. Alternatively, the brake system 3814 may representanother type of brake system. The brake system 3814 show in FIG. 38 canrepresent the brake system of only the vehicle 3800, or can representthe brake system of the vehicle system. For example, the brake system3814 shown in FIG. 38 can represent a combination of the brake systemsdisposed onboard multiple vehicles in a vehicle system. In anotherembodiment, the brake system 3814 represents another type of controlsystem of the vehicle 3800, such as a propulsion system, a safetysystem, or the like.

One or more sensing devices 3822 (shown as “sensor 3822” in FIG. 38) aredisposed onboard the vehicle 3800 and operably connected with thecontrol unit 3802. The sensing device 3822 shown in FIG. 38 can outputoperational data that represents a state of one or more of the controlsystem to the vehicle 3800 and/or the vehicle system. This operationaldata can be obtained by the sensing device 3822 measuring one or morecharacteristics of the control system.

In the embodiment shown in FIG. 38, the sensing device 3822 can outputoperational data that represents measurements of the brake system 3814.The sensing device 3822 can measure characteristics of the brake system3814 such as air pressure in the brake system 3814, a rate of airflowing through conduits and/or reservoirs of the brake system 3814, abraking force of the brake system 3814, a temperature of the brakesystem 3814, a volume of air in the brake system 3814, or the like. Theair pressure, rate of air flow, temperature, and/or air volume that ismeasured by the sensing device 3822 can be measured from the air in theconduits and/or reservoirs 3816 of the brake system 3814. The brakingforce of the brake system 3814 can represent the amount of breakingeffort that the brake system 3814 is currently generating, haspreviously generated, and/or is capable of generating. Optionally, oneor more other characteristics of the brake system 3814 or anothercontrol system may be measured by the sensing device 3822.

The operational data can be communicated to the control unit 3802. Usingthis operational data, the control unit 3802 can determine or monitor astate of the control system. For example, the control unit 3802 cancalculate or estimate and operational capability of the control system.In one aspect, this operational capability that is determined by thecontrol unit 3802 can represent a braking capability of the vehiclesystem. The braking capability can represent a braking effectiveness ofthe braking system 3814, such as how quickly and/or how long of thedistance will be required to stop the vehicle 3800 and/or the vehiclesystem responsive to engaging the breaks of the brake system 3814.Optionally, the braking capability can represent an upper limit onamount of mass and/or weight that the brake system 3814 is able to slowor stop movement of within a designated distance. In another aspect, thebraking capability can represent an upper limit on a moving speed of thevehicle 3800 and/or the vehicle system that the brake system 3814 isable to slow down or stop movement of within a designated distance.

The operational data can be used by the control unit 3802 to calculateor estimate the operational capability of the control system. Withrespect to the brake system 3814, the operational data can be used tocalculate or estimate the braking effectiveness of the braking system3814. The calculated or estimated braking effectiveness can be referredto as a braking effectiveness rating of the vehicle 3800 and/or thevehicle system. Changes in the operational data can result in changes inthis rating. For example, increased air pressure in the brake system3814 can result in the braking effectiveness rating increasing, whiledecreased air pressure can result in the braking effectiveness ratingdecreasing. Larger ratings indicate increased braking effectiveness,such as shorter stopping distances, faster allowable speeds, or thelike. Smaller ratings indicate decreased braking effectiveness, such aslonger stopping distances, slower allowable speeds, or the like.

As another example, increased airflow in the brake system 3814 canindicate that the air pressure in the conduits and/or reservoirs 3816 ofthe brake system 3814 are recharging or refilling with air. As a result,the braking effectiveness rating may decrease relative to reducedairflow in the brake system 3814 (which can indicate conduits that arefull or nearly full with air). As another example, increasedtemperatures measured in the braking system 3814 can represent higherpressures in the brake system 3814 and, as a result, increased brakingeffectiveness rating, while reduce temperatures can represent reducedbraking effectiveness ratings.

The control unit 3802 onboard the lead vehicle 3800 can monitor theoperational data of multiple vehicles 3800 in the vehicle system orconsist. The control unit 3802 can repeatedly receive operational dataand/or updated operational data from the vehicles 3800 in the vehiclesystem so that the control unit 3802 can determine an operationalcapability of the vehicle system. With respect to brake systems 3814,the control unit 3802 onboard the lead vehicle 3800 can receiveoperational data from remote vehicles 3800 in the vehicle system todetermine the braking effectiveness of the vehicle system. Depending onincreases or decreases in this operational capability of the vehiclesystem, the control unit 3802 may vary how the vehicle system iscontrolled and how the remote vehicles are remotely controlled by thelead vehicle 3800. For example, if the operational data received by thecontrol unit 3802 on the lead vehicle 3800 indicates a reduced brakingeffectiveness rating, the control unit 3802 of the lead vehicle 3800 maycommunicate with the remote vehicles 3800 to direct the remote vehicles3800 to operate at slower speeds and/or to engage the brake systems 3814of the remote vehicles 3800. On the other hand, if the operational datareceived by the control unit 3802 on the lead vehicle 3800 indicates anincreased braking effectiveness rating, the control unit 3802 onboardthe lead vehicle 3800 can communicate with the remote vehicles 3800 todirect these remote vehicles 3800 to operate at faster speeds and/or todisengage the brake systems 3814 of the remote vehicles 3800.

In some vehicle systems, the operational data that is received by a leadvehicle may be lost due to one or more faults or problems onboard thelead vehicle. For example, the control unit 3802 of the lead vehicle mayreset or reboot for various reasons, such as computer error, operatorerror, or another cause. The re-setting or re-booting of the controlunit 3802 can result in the operational data received by the controlunit 3802 from other vehicles being lost. The control unit 3802 canstore operational data received from remote vehicles in a memory 3818onboard the lead vehicle 3800. The memory 3818 may be a tangible andnon-transitory computer readable storage medium, such as solid-state,electromagnetic, and/or optical memories. The memory 3818 can be avolatile memory, nonvolatile memory, or a mixture thereof. The memory3818 can be portable, such as a disk, card, memory stick, cartridge, andthe like. Optionally, the memory 3018 may be included in the controlunit 3002. For example, the memory 3818 may be an internal memory of thecontrol unit 3802. Optionally, the memory 3018 may be external thecontrol unit 3802.

An operational fault or failure of the control unit 3802 or anothercomponent of the lead vehicle 3800 can cause some or all of theoperational data received from other vehicles 3800 to be lost. Forexample, re-setting or re-booting of the control unit 3802 can result inthe most recently received operational data or other operational data tobe erased from the memory 3818. The re-setting or re-booting of thecontrol unit 3802 may occur when the vehicle 3800 is moving along aroute, or when the vehicle 3800 is stationary. In one embodiment, thecontrol unit 3802 implements one or more safety features responsive tolosing the operational data that prevents continued movement or preventsstarting movement of the vehicle 3800 and/or the vehicle system. Forexample, the control unit 3802 can prevent the vehicle system frommoving unless and until the operational data received from the remotevehicles indicates a braking effectiveness rating that is exceeds adesignated threshold (e.g., the start the calculus stopping distance isless than a designated distance, and upper speed limit allowed by thebraking system 3814 exceeds a designated speed limit, or the like). Ifthe vehicle system is moving, the control unit 3002 can automatically(e.g., without operator intervention) engage the brake system 3814,reduce throttle settings, or otherwise control the lead vehicle 3800and/or one or more remote vehicles 3800 to slow or stop movement of thevehicle system. Another example of the safety feature may be the controlunit 3802 detecting movement of the vehicle 3800 and/or the vehiclesystem in violation of a designated PTC restriction. For example, a PTCrestriction may indicate that a vehicle system is not permitted to enterinto one or more areas, exit one or more areas, travel faster than adesignated speed limit, or the like. Responsive to detecting movement inviolation of one or more of these restrictions, the control unit 3802may automatically slow or stop movement of the vehicle system. AnotherPTC restriction can be the loss of operational data. For example,responsive to losing some or all operational data from the remotevehicles (e.g., before the control unit 3802 can calculate anoperational capability from the data), a PTC restriction may requirethat the control unit 3802 stop or prevent movement of the vehiclesystem.

The control unit 3802 can implement one or more of these safety featuresresponsive to a loss of the operational data received from the remotevehicles 3800. As a result, re-booting or re-setting of the control unit3802 can result in stopping or preventing movement of the vehicle systemunless and until new or updated operational data is obtained onboard thelead vehicle from the remote vehicles. In order to prevent the controlunit 3802 from stopping or preventing movement of the vehicle system asa consequence of the loss of operational data, the control unit 3802 candistribute operational data received at the lead vehicle from one ormore remote vehicles 3800 among one or more of the remote vehicles 3800.For example, during movement of the vehicle system, the transceiver unit3804 of the lead vehicle 3800 can receive operational data from severalremote vehicles 3800. The control unit 3802 can obtain this operationaldata from the transceiver unit 3804 to determine an operationalcapability the vehicle system, as described above. The control unit 3802can store some or all this operational data in the memory 3818, and cancommunicate some or all of this operational data received from theremote vehicles 3802 back to one or more of the remote vehicles 3800.

The operational data can be communicated back to the same remotevehicles that provide the operational data, and/or the operational datacan be communicated to different remote vehicles that previouslyprovided the operational data. For example, if a first remote vehicleprovides first operational data to a lead vehicle, the lead vehicle canthen communicate this first operational data to a second remote vehicle,and/or back to the first remote vehicle. The remote vehicles can storethe operational data obtained by the lead vehicle from the remotevehicles and communicated back to the remote vehicles in one or morememories 3818 onboard the remote vehicles 3800.

If a loss of some or all the operational data at the lead vehicleoccurs, then the lead vehicle can notify the remote vehicles of thisloss of operational data. For example, the control unit 3802 can directthe transceiver unit 3804 to communicate an error or loss data messageto the remote vehicles to indicate that some or all the operational datais no longer onboard the lead vehicle 3800. Responsive to this loss ofoperational data at the lead vehicle, one or more of the remote vehiclescan communicate copies of some or all of the operational data that waslost back to the lead vehicle.

Different remote vehicles can communicate the same or different parts ofthe operational data. For example, if the amount of lost operationaldata is significantly large, different remote vehicles can communicatedifferent segments of the operational data back to lead vehicle.Optionally, two or more remote vehicles may communicate all of the lostoperational data back to lead vehicle. In one aspect, two or more of theremote vehicles can communicate redundant sets of the operational databack to lead vehicle. Additionally or alternatively, the lead vehiclecan communicate with the remote vehicles to notify the remote vehiclesof what operational data was lost. Responsive to receiving thisidentification of the lost operational data, one or more of the remotevehicles may then communicate copies of the lost operational dataidentified by the lead vehicle back to the lead vehicle.

In one embodiment, the lead vehicle may repeatedly send the operationaldata back to the remote vehicles that sent the operational data to thelead vehicle over the course of a trip of the vehicle system. Responsiveto a loss of some or all of the operational data onboard the leadvehicle, the communication system may want to ensure that recentoperational data is communicated back from the remote vehicles to thelead vehicle, instead of older or out-of-date operational data. Recentoperational data may include data that is communicated from the leadvehicle to the remote vehicles more recently in time than otheroperational data (e.g., the older or out-of-date operational data). Forexample, if a first set of the operational data was sent from the leadvehicle back to the remote vehicles ten minutes ago, a second set of theoperational data was sent from the lead vehicle back to the remotevehicles five minutes ago, and a third set of the operational data wassent from the lead vehicle back to the remote vehicles thirty secondsago, then the third set of the operational data may be the recentoperational data with respect to the first and second sets of theoperational data.

The control units and/or transceiver units onboard the remote vehiclesmay determine which of the operational data is the recent operationaldata and communicate the recent operational data (as opposed to olderoperational data) back to the lead vehicle responsive to a loss of theoperational data. For example, data packets that include the operationaldata and that are communicated from the lead vehicle to the remotevehicles may include time stamps or other information that identifieswhen the operational data is obtained, communicated, or the like.Optionally, the control units and/or transceiver units onboard theremote vehicles may locally store the operational data received from thelead vehicle with time stamps or other information identifying when theoperational data is received. The transceiver units and/or control unitsmay examine this time information in order to identify or distinguishrecent operational data from older operational data, and to send therecent operational data back to the lead vehicle.

In one aspect, the remote vehicles can distinguish between the recentand older operational data received from the lead vehicle based on thetype of operational data that is received from the lead vehicle.Different types of operational data may be received from the leadvehicle at the remote vehicles at different times. Based on the type ofoperational data and when the different operational data is receivedfrom the lead vehicle, the remote vehicles can identify the recentoperational data and send that operational data back to the leadvehicle. For example, if a first set of brake pressure data was receivedat the remote vehicles from the lead vehicle ten minutes ago, a firstset of brake air flow data was received at the remote vehicles from thelead vehicle two minutes ago, a second set of the brake pressure datawas received at the remote vehicle from the lead vehicle one minute ago,and a second set of the brake air flow data was received at the remotevehicles from the lead vehicle ten seconds ago, then the control unitsand/or transceiver units of the remote vehicles can identify the secondset of the brake pressure data as being the recent operational data withrespect to brake pressure data, even though air flow data was receivedmore recently than second set of the brake pressure data.

Responsive to receiving at least some of the operational data that waslost by the lead vehicle from one or more of the remote vehicles, thecontrol unit 3802 of the lead vehicle can determine the operationalcapability of the vehicle system using the copy of the lost operationaldata received from the remote vehicles. For example, responsive to thecontrol unit 3802 re-booting or re-setting, thereby resulting in a lossof operational data, one or more of the remote vehicles may communicatecopies of the operational data that previously was sent to the leadvehicle and lost by the lead vehicle back to lead vehicle. The leadvehicle may then determine the operational capability of the vehiclesystem using the copy of the lost operational data to determine theoperational capabilities of vehicle system. This can allow the vehiclesystem to continue operating without stopping movement or waiting fornew operational data to be obtained. Without the remote vehiclescommunicating replacement copies of the lost operational data to thelead vehicle, the lead vehicle may need to wait for new measurements bemade by the sensing devices 3822 of the remote vehicles and for newoperational data to be communicated back to lead vehicle. Sending copiesof the lost operational data from the remote vehicles to the leadvehicle can save time in that can be faster to send the operational databack to lead vehicle from the remote vehicles then to measure newoperational data that is communicated to the lead vehicle.

The operational data can be communicated from the lead vehicle to theremote vehicles and/or from the remote vehicles the lead vehicle via theconductive communication pathway 3808. For example, the operational datacan be communicated in network data packets or as network data over a MUcable of the vehicle system. Alternatively, some or all the operationaldata may be wirelessly communicated between the vehicles in the vehiclesystem.

In one embodiment, operational data is first obtained by sensing devices3822 onboard the remote vehicles with the remote vehicles communicatingthis operational data only to the lead vehicle. The lead vehicle canthen communicate the operational data back to one or more of the remotevehicles, as described above. Alternatively, the operational data isfirst obtained by the sensing devices 3822 of the remote vehicles, andis then communicated both to the lead vehicle and to one or more otherremote vehicles. For example, instead of just communicating theoperational data from the remote vehicles to the lead vehicle, theremote vehicles may share the operational data among the remotevehicles. This sharing of the operational data among the remote vehiclescan be useful in situations where one or more of the remote vehicles isunable to communicate copies of lost operational data to the leadvehicle.

FIG. 39 is a flowchart of one embodiment of a method 3900 forcommunicating data. The method 3900 may be practiced by one or moreembodiments of the command systems described herein. The method 3900allows for a lead vehicle in the vehicle system to obtain operationaldata from remote vehicles in the vehicle system, and to then communicatesome or all this operational data back to the remote vehicles. In theevent of a loss of some or all of this operational data at the leadvehicle, one or more of the remote vehicles may then supplant the lostoperational data onboard the lead vehicle with some or all theoperational data received onboard the remote vehicles from the leadvehicle.

At 3902, operational data of a control system is obtained at a firstvehicle. For example, one or more measurements of the control system,such as a brake system, may be obtained onboard remote vehicles in avehicle consist and then communicated to the lead vehicle of the vehicleconsist. The operational data may be communicated as network datapackets over an MU cable, may be communicated wirelessly, or may becommunicated over one or more other wired connections. In one aspect,command messages may be communicated from the lead vehicle to the remotevehicles, where the command messages direct changes in throttlesettings, brake settings, speeds, or the like, for the lead vehicle toremotely control the remote vehicles. The command messages may becommunicated wirelessly, while the operational data is communicated overone or more wired connections (e.g., an MU cable). Alternatively, thecommand messages may be communicated wirelessly, the operational datamay be communicated from the remote vehicles to the lead vehicleswirelessly, and the copies of the operational data can be communicatedfrom the lead to the remote vehicles and/or from the remote vehicles tothe lead vehicle over the wired connection (e.g., the MU cable).Alternatively, the command messages may be communicated wirelessly, theoperational data may be communicated from the remote vehicles to thelead vehicles wirelessly, the copies of the operational data can becommunicated from the lead to the remote vehicles wirelessly, and thecopies of the lost operational data can be communicated from the remotevehicles to the lead vehicle over the wired connection (e.g., the MUcable).

At 3904, at least some of the operational data is stored onboard thefirst vehicle. For example, the operational data received from theremote vehicles may be stored onboard one or more memories of the leadvehicle. At 3906, some or all this operational data is communicated fromthe first vehicle to one or more other vehicles in the vehicle system.For example, after receiving the operational data from the remotevehicles, the lead vehicle may then send some or all of this operationaldata to one or more of the remote vehicles for keeping in the event of aloss of the operational data at the lead vehicle. The operational datathat is sent from the lead vehicle to the remote vehicles may bereferred to as repeated operational data, and may be communicated to thesame or different remote vehicles that originally provided theoperational data to the lead vehicle.

At 3908, a determination is made as to whether or not some or all theoperational data is lost at the first vehicle. For example, as describedabove, a re-set or re-boot of the control unit of the lead vehicle canresult in some or all operational data received from the remote vehiclesbeing lost or otherwise erased from the memory. In the event of such aloss of the operational data, the control unit may be unable todetermine operational capability of the vehicle system and, as a result,one or more safety features that stop or significantly restrict movementof the vehicle system may be automatically implemented. In order toprevent or reduce the duration of such safety features beingimplemented, the control unit of the lead vehicle may obtain replacementoperational data from the remote vehicles. For example, if a loss ofsome or all the operational data occurs, then flow the method 3900 mayproceed to 3910, so that the lead vehicle can obtain copies ofreplacement operational data from the remote vehicles. If, on the otherhand, there is no loss of some or all the operational data at the firstvehicle, then flow the method 3900 can proceed to 3912.

At 3910, copies of some or all of the operational data that is lost atthe first vehicle is communicated back to the first vehicle from one ormore of the second vehicles. For example, the operational datapreviously reported from the remote vehicles to lead vehicle, and thencommunicated from the lead vehicle back to the remote vehicles, may beresent from one or more of the remote vehicles back to the lead vehicle.This operational data can be referred to as copied operational data orreplacement operational data. At 3912, an operational capability of thecontrol system is determined using the operational data received at thefirst vehicle from the one or more other vehicles. For example,responsive to losing operational data received from a remote vehicle,the lead vehicle may receive copies of the same operational data thatwas lost from the same remote vehicle or from another remote vehicle inthe vehicle system. The lead vehicle may then use this copy of thepreviously obtained operational data to determine the operationalcapability of control system, such as a braking effectiveness of a brakesystem of the vehicle and/or the vehicle system.

Embodiments of the present invention relate to a system and method fordetermining the network lead vehicle among a plurality of vehicles in aconsist. In an embodiment, the vehicles may be locomotives, although thesystem and method may also be used in connection with other railvehicles and non-rail vehicles. FIG. 40 illustrates an exemplary method4100 for establishing a network across a plurality of locomotives in aconsist, according to one embodiment of the present invention.

In embodiments, a network lead locomotive is designated to configure allthe services for a respective data network of the locomotives in theconsist, and may be responsible for signal/traffic coordination forvarious devices on board each locomotive. In an embodiment, when alocomotive is by itself such that there are no other locomotives incommunication with it in a train or other rail vehicle consist, thelocomotive is designated as the network lead locomotive. As the networklead locomotive, the locomotive establishes a set of services andoperations it is capable of performing and manages this “network” of asingle locomotive. The set of services established and managed by thelocomotive may include conventional available devices, for example, 220MHz radio gear and components for communication purposes and GPS systemsand components, as well as horns, lights and other indicators andsystems utilized during operation of the consist.

In another embodiment, the consist may include more than one locomotivethat is capable of functioning as the network lead locomotive. As shownin FIG. 40, the method first includes the step 4102 of identifying aplurality of locomotives in the consist. In such an instance, thelocomotives may be mechanically coupled and in communication with oneanother, such as being linked through a multiple unit cable. If there ismore than one “lead” locomotive, however, such as if a single networklead locomotive has not been designated, then a network conflict mayarise which could cause network traffic and packets to be missed becauseof a trail locomotive attempting to find a lead or a lead trying to finda trail.

Accordingly, in consists containing more than one locomotive that iscapable as functioning as a network lead locomotive, it becomesnecessary to then determine which of the locomotives in the consist willbe designated, and serve as, the network lead locomotive of the datanetwork for the consist, at step 4104. In an embodiment, the networklead locomotive may be determined by one or more locomotive parametersor characteristics. In one embodiment, the parameter may be one or morepositions of one or more of the locomotives in the consist. For example,the first locomotive in the consist may be designated the network leadlocomotive of the data network based on its position at the head of theconsist. After designating a network lead locomotive, the remaininglocomotives or vehicles in the consist are designated network traillocomotives or vehicles, at step 4106. In an embodiment, the steps ofdesignating the network lead and trail locomotives may be carried outautomatically subsequent to the locomotives being linked to establishthe data network. In an embodiment, designating a locomotive as anetwork lead locomotive includes configuring the locomotive foroperations as the network lead locomotive and communicating statusinformation indicative of its designation as network lead to the otherlocomotives in the consist, and configuring the other locomotives in theconsist as network trail locomotives.

In another embodiment, the lead network locomotive may be designatedbased on a temporal sequence of addition to the consist. In particular,if a data network already exists and has a designated network leadlocomotive, other locomotives that are subsequently added to the consistmay automatically be designated as trail locomotives.

In yet another embodiment, the network lead locomotive may be designatedbased upon movement of the locomotives in the consist, such as a GPS orotherwise determined direction of movement of the consist. Inparticular, in an embodiment a locomotive may be designated as thenetwork lead locomotive based on the locomotive being a leadinglocomotive of the consist in a designated direction of travel of theconsist.

In other embodiments, the network lead locomotive may be designatedafter the consist begins moving based upon an algorithm. In thisembodiment, GPS information (e.g., direction and speed), wheel speedinformation, locomotive engineer handle direction information and/orswitch settings for lead/trail or headlight configuration may beutilized by the locomotives to determine and then designate lead andtrail locomotives in the consist. In an embodiment, a wheel speed sensormay be utilized to detect and relay wheel speed to at least oneavailable device, such as a controller, on board at least one of thelocomotives. The sensor may also be configured to sense a direction ofthe locomotive. With respect to engineer handle direction, i.e., handleposition, in an embodiment, if the handle is in the forward position andthe locomotive is travelling above a threshold speed, then the positionof the locomotives from a GPS unit can determine the front, middle andrear of the consist. Given this information, an algorithm can thendetermine and designate a lead and trail locomotives.

In another embodiment, the locomotives within the consist, once linkedto establish a data network, may communicate setup data to one another.One locomotive in the consist may then be designated as the network leadlocomotive in the data network and other locomotives designated asnetwork trail locomotives based on the setup data. Communication of thesetup data may be carried out automatically subsequent to thelocomotives being linked. In the event that another locomotive issubsequently added to the consist, setup data may be communicatedbetween the added locomotive and a first locomotive in the consist(which may have been previously designated as network lead). Based uponthe setup data, the added locomotive may be designated as an additionalnetwork trail locomotive. Alternatively, the added locomotive may bedesignated as the network lead locomotive in conjunction withdesignating the first locomotive as a now network trail locomotive ofthe data network.

Once the locomotives have been linked to establish a data network, andlead and trail locomotives of the data network have been designated,network data may be communicated between the locomotives based at leastin part on the one locomotive designated as the network lead locomotiveand one or more other locomotives designated as network traillocomotives, as discussed hereinafter. As alluded to above, designatinga single locomotive to serve as the network lead locomotive is importantfrom a controls perspective. In an embodiment, the designated networklead locomotive may configure services available to entities in the datanetwork and coordinate data traffic in the data network. In particular,the network lead locomotive may store, create and update the masterrouting tables relating to services of the respective locomotives in theconsist and is also capable of transitioning services from onelocomotive to another, such as from the network lead locomotive to oneof the trail locomotives. In addition, the network trail locomotives mayrequest overall network information from the network lead locomotive.

Moreover, by knowing the network lead locomotive, network services canbe managed across the consist and traffic may be sent to lead or trailvehicles in the consist. For example, in an embodiment, a device on thenetwork lead locomotive may want to utilize a radio on a traillocomotive because the radio on the lead locomotive is broken orotherwise non-functional. By recognizing that the radio of the leadlocomotive is non-functional, and that a trail locomotive has afunctioning radio, the network lead locomotive can route radio trafficto the functioning radio on board the trail locomotive to maintaindesired functionality. In addition, the lead locomotive may update themaster routing tables such that all radio traffic is routed to thefunctioning radio, as opposed to the currently non-functioning radio onboard the lead locomotive.

In an embodiment, the consist data network is established and thenetwork lead locomotive is automatically designated through thecommunication of the locomotives, as discussed above. In particular,upon being placed in communication with one another, such as through aMU cable bus, dedicated network cables, through wireless communications,etc., the locomotives determine, according to a predetermined set ofcommands and in view of one or more locomotive parameters, as discussedabove, which locomotive will be designated the network lead locomotiveand which will then be designated trail locomotives.

FIG. 41 is a schematic diagram of a system 4120 for establishing anetwork across a plurality of locomotives in a consist, according to anembodiment of the present invention. As shown therein, the systemincludes an electronic component such as a first controller unit 4122positioned in a first locomotive 4124 in the consist, and a secondelectronic component such as a second controller 4126 unit positioned ina second locomotive 4128 in the consist and in communication with thefirst controller unit 4122 in the first locomotive 4124. The firstlocomotive 4124 is adjacent to and mechanically coupled with the secondlocomotive 4128 though a coupler 4464, as discussed above. The firstcontroller 4122 and second controller 4126 are configured to designatethe network lead locomotive and network trail locomotive(s) according toat least one parameter of the locomotives in the consist, as discussedabove.

In connection with this, the first controller 4122 is configured todesignate one of the locomotives in the data network of the consist as anetwork lead locomotive of the data network and to designate all otherlocomotives in the consist as network trail locomotives of the datanetwork. Moreover, the first controller unit is further configured tocontrol communications of network data between the lead locomotive andtrail locomotives based at least in part on the network lead locomotiveand network trail locomotive designations. In connection withdesignating network lead and trail locomotives based on at least oneparameter of the locomotives, the at least one parameter may be one ormore of a position of a first locomotive relative to one or more otherlocomotives in the consist, a sequence of locomotives added to theconsist, or an identification of which locomotive in the consist is aleading locomotive of the consist in a designated direction of travel.

In another embodiment, the first controller unit 4122 is configured toautomatically control communication setup data between the firstlocomotive 4124 and one or more second locomotives 4128 subsequent toestablishment of the data network in the consist. In addition, the firstcontroller unit 4122 may designate the network lead locomotive and traillocomotive(s) based at least in part on the setup data. In anembodiment, information of the parameter (e.g., sequence of thelocomotives added to the consist, or the like) may be included in thesetup data.

Once network lead and trail locomotives are designated (regardless ofthe exact manner in which such designations are effected) the firstcontroller 4122 is adapted to configure services available to entitiesin the data network and to coordinate data traffic in the data network.

As shown in FIGS. 42 and 43, embodiments of the present invention alsorelate to a system and method for managing network services and devicesamong a plurality of vehicles or locomotives in a consist. FIG. 42illustrates an exemplary method 4200 for managing network services amonga plurality of networked locomotives in a consist, according to anembodiment of the present invention.

As discussed above, a locomotive consist includes a plurality oflocomotives that are mechanically coupled or linked together to travelalong a route and which are in communication with one another such thatthey function together as a single unit on a network. As furtherdiscussed above, the locomotives may be in communication with oneanother wirelessly, through dedicated network cables, through an MUcable bus interconnecting adjacent locomotives in the consist, etc. Inthis manner, the on-board available devices of the locomotives may belinked together as a computer data network such that the devices of thevehicles can communicate with one another. (As noted elsewhere herein,device refers to an electronic equipment, and service refers to afunction performable by the electronic equipment. “Available” service ordevice refers to a service or device that is operably connected forpotentially using network data communicated in the data network, notnecessarily that the service or device is currently operational fordoing so.)

In an embodiment, a vehicle consist includes a plurality of locomotives(or other vehicles), each having one or more available devicesconfigured for deployment thereon. The plurality of locomotives includesa lead locomotive (or other lead vehicle), as discussed above, and atleast one trail locomotive (or other trail vehicle). Upon joining thelocomotives (or other vehicles) together in the consist, in anembodiment, a database of services and devices available across all ofthe networked locomotives (or other vehicles) in the consist isconstructed, to avoid conflicts in routing data in the network. In anembodiment, the database is a part of at least one available device(e.g., a monitoring device and/or signal transmitting device) of thelead locomotive (or other lead vehicle) and is accessible by at leastone of the trail locomotives (or other trail vehicles). The database mayalso be referred to as a master service list or routing list. Additionaldevices or services may be registered/listed in the database as they arejoined to the network, including the services and devices/availabledevices of the lead locomotive.

In an embodiment, the operability of available devices/devices andservices may be automatically determined based on port scan and/ornetwork traffic to/from that component/device, at step 4202. Inparticular, one of the available devices on the lead locomotive (orother lead vehicle), such as a monitoring device (e.g., controller) andassociated database, may orchestrate a periodic scan of availabledevices (and new devices) to maintain the master service and routinglist, at step 4204. Scanning may include determining available services.Remote router transceiver units, for example, may be utilized tocoordinate available services with the monitoring device. In thisrespect, trail locomotives (or other trail vehicles) do not need to knowanything about the broad consist network, IP addresses of otherlocomotives (or other vehicles) in the consist, etc., but instead simplymaintain a list of available services and/or devices thereon which canbe communicated to the lead locomotive (or other lead vehicle of theconsist) for compilation in the master device/service list.

Once the routing list/master service list is constructed, variousthreads of software, known as agents, can provide the informationcontained in the list to the devices across the consist, assist thedevices in the routing of messages, and/or provide complete failovercontrol of message routing to trail locomotives (or other trailvehicles), as discussed hereinafter. As noted above, the lead locomotive(or another designated vehicle) in the consist gathers and maintains thelist of available services/devices and is capable of delegating servicesto trail locomotives (or other delegate vehicles) in the consist.

In an embodiment, the consist also includes a failover mechanism. Inparticular, an available device on the lead locomotive (or otherdesignated vehicle of the consist), such as the monitoring device (e.g.,controller), may also determine, in addition to the services and devicesavailable across all of the locomotives (or other vehicles of theconsist), which devices can or cannot be failed over to working devices.In an embodiment, a list of the devices that can/cannot be failed overcan be constructed and maintained by the lead locomotive (or otherdesignated vehicle of the consist) by any of device type, IP addressrange, or configuration file setup.

In operation, if a particular device is designated as a device that canbe failed over, then message traffic may be routed according to arouting algorithm (executed by the monitoring device and/or signaltransmitting device) to a substantially equivalent device on anotherlocomotive (or other vehicle) for processing, such as at step 4206. Inan embodiment, the routing algorithm may use a method, such as SNMP, toperiodically scan to determine if a device is still operational. If itis, then data/messages/traffic will continue to be delivered to thedevice and the device will be listed with the master service list thatit is operational as a candidate that can receive messages/data/trafficfrom another locomotive (or other vehicle). As will be readilyappreciated, such an “operational” status also means that the device isalso available to receive another device's failover messages. Forexample, if a 220 MHz radio fails on the lead locomotive, the trafficmay be automatically routed to a 220 MHz radio on a trailing locomotiveto maintain functionality for the consist as a whole.

In connection with the system described above, at any point in time, adevice on a vehicle of the consist can request data/messages/traffic tobe routed to an off-board vehicle (i.e., to another vehicle in theconsist). The system (e.g., monitoring device and/or signal transmittingunit) can coordinate that traffic so that it is routed between thevehicles, delivered, and then any response routed back again.

With certain systems, such as Ethernet over MU systems, any traffic thatcomes into the Ethernet port of the consist is sent to all the otherEthernet over MU devices, whether desired or not. In contrast to this,the present invention only routes traffic that is destined for anotherlocomotive (or other vehicle), instead of all traffic.

FIG. 43 is a schematic diagram of a system 4220 for managing networkservices among locomotives in a consist. The consist includes a firstavailable device 4222 positioned in a first locomotive 4224 in theconsist, and a second available device 4226 positioned in a secondlocomotive 4228 in the consist. The first and second available devices4222, 4226 are substantially equivalent in function. The systemcomprises a monitoring device 4230 configured for deployment on one ofthe locomotives in the consist and to communicate with the first andsecond available devices 4222, 4226. The monitoring device is furtherconfigured to determine respective operational statuses of the first andsecond available devices 4222, 4226. The system further comprises asignal transmitting device 4232 configured to communicate with the firstand second available devices 4222, 4226 and configured to route datatraffic to one of the first available device 4222 or the secondavailable device 4226 when the monitoring unit 4230 determines that theother of the first available device or the second available device is ina failure state. As discussed above, in an embodiment, the monitoringunit and the signal transmitting device may be a controller or acomputer.

Yet other embodiments of the present invention relate to ahigh-availability data network for a vehicle consist, and a method forcreating and maintaining the same. FIGS. 44 and 45 illustrate exemplarymethods for managing a high-availability network for a locomotiveconsist or other vehicle consist. In an embodiment, multiple networksare first created by any one or more of separate physical pathways(e.g., separate trainline wires or other separate cables/conductors),different network keys that allows traffic separation but networkcoordination between transmissions, and/or utilization of differentencryption technologies so the networks are separate but such that thereis no coordination of traffic between devices. In an embodiment, oncethe hardware (e.g., Ethernet bridges such as Ethernet over MU routertransceiver units) for the network is established, then it is configuredto use the different network keys or different encryption technologiesto create the high-availability network. In another embodiment, thehigh-availability network may be constructed by running separateEthernet bridge (e.g., Ethernet over MU) lines adjacent one another.

In connection with the above, in an embodiment, the present inventionrelates to a method for determining which types of networks areavailable such that traffic can be routed to the correct locomotives orother vehicles in the consist. Similar to the embodiment describedabove, at least one electronic component monitors an operational statusof the network channels of each locomotive (or other vehicle) in theconsist, such as at step 4302. The lead locomotive (or anotherdesignated vehicle) maintains a database/routing list of whatnetworks/channels are available and operational across each locomotive(or other vehicle) in the consist and which are non-operational, such asat step 4304, so that traffic can be routed across the consist, at step4306, to desired locomotives or other vehicles accordingly, as discussedhereinafter.

First, if a locomotive or other vehicle is present that has only oneavailable network or network channel, i.e., the network channel is notredundant, then communications/traffic that are sent and received by thedevices on such vehicle occurs on this network or network channel.Accordingly, because the routing list knows that the device on thislocomotive or other vehicle only has a single available network ornetwork channel, this network or channel is automatically selected forany traffic to that particular vehicle/device.

In an embodiment, for locomotives or other vehicles that have more thanone available channel/network, the traffic to devices on suchlocomotives, or across such locomotives, may be split across both paths,at step 4308, and re-ordered at step 4310 based on time stamp so that noout of order messaging occurs.

In another embodiment, the system may be configured such thatmessages/traffic are always sent across a primary network or networkchannel(s), with status check messages between network communicationdevices (e.g., router transceiver units) to check the integrity of asecondary network or network channel(s) so that messages/traffic may beswitched over to the secondary network or network channel(s) with a highdegree of confidence that it is actually available.

In an embodiment, management of the high-availability network involveskeeping track of the communications networks/network channel(s) that areavailable across each locomotive (or other vehicle) in the consist, fromboth a configuration and operation standpoint. If a locomotive (or othervehicle) does not have a high-availability option, i.e., only a singlenetwork/network channel is operational, then traffic will always berouted down that particular channel, as discussed above. In contrast, ifa locomotive or other vehicle does have another network/network channel,an available device will periodically check for the operability of thealternate network or channel, as well as notify the lead locomotive (orother designated vehicle of the consist, e.g., network lead vehicle) ofthe success or failure (operability or non-operability) of that channel.Traffic that may appear back at the source over the other channel(s)accidentally may also be filtered out of the overall traffic that issupposed to be received, by analyzing the packets' routing information.

FIG. 46 is a schematic diagram of a system 4320 for managing networkservices among locomotives in a consist. As shown therein, the system4320 includes a first plurality of communication channels (or networks),e.g., channels 4322, 4324, 4326, associated with a first locomotive4328, a second plurality of communication channels (or networks), e.g.,channels 4330, 4332, 4334 associated with a second locomotive 4336, anda router or routing unit 4338 configured to communicate over the firstand second pluralities of communication channels (4322, 4324, 4326 and4330, 4332, 4334). The routing unit 4338 is configured for routing adata message through at least one of the first plurality ofcommunication channels 4322, 4324, 4326 of the first locomotive 4328 orat least one of the second plurality of channels 4330, 4332, 4334 of thesecond locomotive 4336 in dependence upon respective operationalstatuses of the first and second pluralities of communication channels(4322, 4324, 4326 and 4330, 4332, 4334).

As shown in FIGS. 47 and 48, other embodiments of the present inventionto relate to a method and system for handling IP addressing (or othernetwork addressing) between multiple train networks or multiplelocomotives (or other vehicles) in a consist having the same IP addressor other network address. As will be readily appreciated, when alocomotive is connected to another locomotive, it is possible that thelocomotives will have the same IP address (static or dynamic). In orderto have locomotives with the same IP address co-exist on the samenetwork, in embodiments, an IP address configuration method is utilizedto resolve the conflict.

In an embodiment, a method for configuring IP addresses for locomotivesin a consist includes utilizing fixed but configurable IP addresses sothat the locomotives can all be on the same subnet (e.g., WAN-typesubnet). As will be readily appreciated, this will allow forcommunications between locomotives as long as they are routed to thesame subnet. In the method, for the last octet of the IP address, alocomotive will use a MAC address entry (e.g., fixed) to translate anddetermine the last octet. For example, a MAC address of xx-xx-xx-xx-10would correspond to using an IP address of xxx.xxx.xxx.16. In anotherembodiment, the locomotive train ID may be utilized, however, conflictsmay still manifest. Accordingly, in order to resolve duplicates in trainID items, a customer number may be used.

In any event, it is possible that IP address conflicts betweenlocomotives in a consist may still be encountered. Accordingly, thepresent invention also relates to a method for resolving a conflictbetween IP addresses of locomotives. FIG. 47 illustrates an exemplarymethod 4400 for resolving a conflict between IP addresses of locomotivesin a consist. The method includes the steps of determining that a firstlocomotive in the consist has an IP address that is the same as the IPaddress of a second locomotive in the consist (step 4402), identifyingan unused IP address (step 4404), and assigning the unused IP address toeither the first locomotive or the second locomotive (step 4406). Anunused IP address may be identified by listening for an unused IPaddress on the channel.

In another embodiment, the conflict may be resolved by using a differentMAC address entry for the IP address determination in event of aconflict for the conflicting locomotives. In another embodiment, the IPaddress conflict may be resolved by using signal level or any otherdynamic but specific factor in determining a difference between theEthernet over MU units so it can be decided which locomotive should moveto another IP address.

FIG. 48 is a schematic diagram of a system 4420 for resolving a conflictbetween IP addresses of locomotives in a consist. As shown therein, thesystem includes a conflict determination module 4422 configured fordeployment on and/or in communication with a first locomotive 4424having a first IP address and a second locomotive 4426 having a secondIP address, and configured to determine that the first IP address is thesame as the second IP address and a controller 4428 configured fordeployment on at least one of the first locomotive 4404 and the secondlocomotive 4426 and further configured for identifying an unused IPaddress. The controller 4428 or other available device is capable ofassigning the unused IP address to one of the first locomotive 4424 andthe second locomotive 4406. In an embodiment, the controller 4428 mayfunction as the conflict determination module 4422.

In one embodiment, a method (e.g., for communicating data) includesobtaining operational data associated with one or more control systemsof a vehicle consist formed by at least a first vehicle and one or moresecond vehicles traveling together along a route. The operational datacan be obtained at the first vehicle of the vehicle consist, and can beconfigured to be used to determine an operational capability of thevehicle consist. The method also can include communicating theoperational data from the first vehicle to at least one of the one ormore second vehicles in the vehicle consist and, responsive to a loss ofthe operational data at the first vehicle, communicating at least theoperational data that was lost at the first vehicle from at least one ofthe one or more second vehicles to the first vehicle. The method alsocan include determining, onboard the first vehicle, the operationalcapability of the vehicle consist to perform a movement event using theat least the operational data that was lost at the first vehicle andcommunicated from the at least one of the one or more second vehicles tothe first vehicle.

In one aspect, the one or more control systems can include a brakesystem of the vehicle consist, and obtaining the operational data caninclude measuring one or more characteristics of the brake system anddetermining the operational capability includes calculating a brakingeffectiveness rating of the vehicle consist.

In one aspect, measuring the one or more characteristics of the brakesystem can include measuring one or more of air pressure in the brakesystem, a rate of air flow in the brake system, a braking force of thebrake system, a temperature of the brake system, a temperature of thevehicle consist, and/or a volume of air in the brake system.

In one aspect, the vehicles in the vehicle consist can becommunicatively coupled by one or more cables, and the operational datacan be communicated from the first vehicle to the one or more secondvehicles via the one or more cables.

In one aspect, the one or more cables can include a multiple unit (MU)cable and the operational data can be communicated from the firstvehicle to the one or more second vehicles via the MU cable.

In one aspect, the method also can include detecting a fault eventonboard the first vehicle, where the loss of the operational data occursresponsive to detecting the fault event.

In one aspect, the method also can include communicating a request forthe operational data that was lost from the first vehicle to the one ormore second vehicles responsive to the loss of the operational data atthe first vehicle.

In one aspect, the method also can include, onboard the one or moresecond vehicles, identifying recent operational data from among theoperational data received from the first vehicle. The recent operationaldata can be received at the one or more second vehicles more recentlythan one or more other parts of the operational data received at the oneor more second vehicles from the first vehicle. The recent operationaldata can be communicated from at least one of the one or more secondvehicles responsive to receiving the request for the operational data.

In one aspect, the method also can include communicating at least partof the operational data received from the first vehicle between two ormore of the second vehicles.

In another embodiment, a system (e.g., a communication system) includesa transceiver unit and a memory. The transceiver unit can be configuredto be disposed onboard a first vehicle of a vehicle consist formed bythe first vehicle and one or more second vehicles traveling togetheralong a route. The transceiver unit also can be configured to obtainoperational data associated with one or more control systems of thevehicle consist. The operational data can be configured to be used todetermine an operational capability of the vehicle consist. The memorycan be configured to be disposed onboard the first vehicle and to storethe operational data obtained from the one or more second vehicles inthe vehicle consist. The transceiver unit also can be configured tocommunicate the operational data from the first vehicle to at least oneof the one or more second vehicles in the vehicle consist and,responsive to a loss of the operational data from the memory onboard thefirst vehicle, the transceiver unit can be configured to receive atleast the operational data that was lost at the first vehicle from atleast one of the one or more second vehicles. A controller can beconfigured to be disposed onboard the first vehicle and to determine theoperational capability of the vehicle consist to perform a movementevent using the at least the operational data that was lost at the firstvehicle and communicated from the at least one of the one or more secondvehicles to the first vehicle.

In one aspect, the one or more control systems can include a brakesystem of the vehicle consist, and the transceiver unit can beconfigured to receive one or more measured characteristics of the brakesystem as the operational data obtained from the one or more secondvehicles in the vehicle consist. The controller can be configured tocalculate a braking effectiveness rating of the vehicle consist as theoperational capability of the vehicle consist.

In one aspect, the transceiver unit can be configured to receive one ormore of air pressure in the brake system, a rate of air flow in thebrake system, a braking force of the brake system, a temperature of thebrake system, a temperature of the vehicle consist, and/or a volume ofair in the brake system as the one or more measured characteristics.

In one aspect, the vehicles in the vehicle consist can becommunicatively coupled by one or more cables, and the transceiver unitcan be configured to communicate the operational data from the firstvehicle and receive the at least the operational data that was lost tothe first vehicle via the one or more cables.

In one aspect, the one or more cables can include a multiple unit (MU)cable and the transceiver unit can be configured to communicate theoperational data from the first vehicle and receive the at least theoperational data that was lost as one or more network data packets viathe MU cable.

In one aspect, the system also can include plural additional transceiverunits configured to be disposed on two or more of the second vehicles.The additional transceiver units can be configured to communicate atleast part of the operational data received from the first vehiclebetween the two or more of the second vehicles.

In one aspect, the transceiver unit can be configured to communicate arequest for the operational data that was lost from the first vehicle tothe one or more second vehicles responsive to the loss of theoperational data at the first vehicle.

In another embodiment, a system (e.g., a communication system) includesa controller and a brake sensing device. The controller can beconfigured to be disposed onboard a first (e.g., lead) vehicle in avehicle consist that includes the first vehicle and one or more remotevehicles. The controller also can be configured to remotely controloperation of the one or more remote vehicles to control movement of thevehicle consist. The brake sensing device can be configured to bedisposed onboard the vehicle consist and to measure characteristic of anair brake system of the vehicle consist. The controller can beconfigured to store the characteristic of the air brake system that ismeasured by the brake sensing device and to communicate thecharacteristic of the air brake system to at least one of the remotevehicles for storage onboard the at least one of the remote vehicles.Responsive to a fault at the controller that causes loss of thecharacteristic of the air brake system at the controller of the firstvehicle, the controller can be configured to receive, from the at leastone of the remote vehicles, the characteristic of the air brake systemthat was communicated from the controller to the at least one of theremote vehicles.

In one aspect, the characteristic of the air brake system can includeone or more of air pressure in the brake system, a rate of air flow inthe brake system, a braking force of the brake system, a temperature ofthe brake system, a temperature of the vehicle consist, and/or a volumeof air in the brake system.

In one aspect, the controller also can be configured to determine abrake effectiveness rating of the air brake system using thecharacteristic of the air brake system and the controller can beconfigured to prevent the movement of the vehicle consist responsive tothe fault at the controller until at least a time at which thecharacteristic of the air brake system is received from the at least oneof the remote vehicles and the controller determines that the brakeeffectiveness rating exceeds one or more designated thresholds.

In one aspect, the controller can be configured to communicate thecharacteristic of the air brake system to the at least one of the remotevehicles and to receive the characteristic of the air brake system fromthe at least one of the remote vehicles as one or more network datapackets via a multiple unit (MU) cable extending along the vehicleconsist.

An embodiment relates to a communication method for a consist comprisinga plurality of vehicles. The method comprises linking the plurality ofvehicles to establish a data network. For example, linking may includecommunicating over a communications path established between thevehicles, according to established protocols, in a manner that isdesignated for establishing the data network. The method furthercomprises designating a first vehicle of the plurality of vehicles as anetwork lead vehicle of the data network. The method further comprisesdesignating a second vehicle of the plurality of vehicles as a networktrail vehicle of the data network. The method further comprisescommunicating network data between the plurality of vehicles based atleast in part on the first vehicle designated as the network leadvehicle and the second vehicle designated as the network trail vehicle.

In another embodiment, the method further comprises controllingoperations of at least one of the plurality of vehicles based on thenetwork data that is communicated.

In another embodiment, the method further comprises designating allvehicles of the plurality of vehicles other than the first vehicle asnetwork trail vehicles and communicating the network data between theplurality of vehicles based at least in part on said all vehicles of theplurality of vehicles other than the first vehicle designated as thenetwork trail vehicles.

In another embodiment of the method, the first vehicle is designated asthe network lead vehicle based on one or more positions of one or moreof the vehicles in the consist.

In another embodiment of the method, the first vehicle is designated asthe network lead vehicle based on the first vehicle being a leadingvehicle of the consist in a designated direction of travel of theconsist.

In another embodiment of the method, the first vehicle is designated asthe network lead vehicle based on a sequence of vehicles added to theconsist.

In another embodiment of the method, the steps of designating the firstvehicle as the network lead vehicle and designating the second vehicleas the network trail vehicle are carried out automatically subsequent tothe plurality of vehicles being linked to establish the data network.

In another embodiment of the method, the step of designating the firstvehicle as the network lead vehicle comprises configuring the firstvehicle for operations as the network lead vehicle and communicatingstatus information indicative of the first vehicle designated as thenetwork lead vehicle to the second vehicle, and configuring the secondvehicle for operations as the network trail vehicle.

In another embodiment, the method further comprises the first vehicle,responsive to the designation of the first vehicle as the network leadvehicle, at least one of configuring plural services available toentities in the data network or coordinating data traffic in the datanetwork.

In another embodiment of the method, configuring the plural servicescomprises at least one of storing, creating, or updating at least onemaster routing table of the services.

In another embodiment, the method further comprises the first vehicletransitioning services between the plurality of vehicles.

In another embodiment, the method further comprises the first and secondvehicles communicating setup data to one another. The first vehicle isdesignated as the network lead vehicle and the second is designated asthe network trail vehicle based at least in part on the setup data. Thestep of communicating the setup data is carried out automaticallysubsequent to the plurality of vehicles being linked to establish thedata network.

In another embodiment, the method further comprises, subsequent to athird vehicle being added to the consist: communicating setup data atleast between the third vehicle and the first vehicle; and based on thesetup data, either: designating the third vehicle as an additionalnetwork trail vehicle of the data network; or designating the thirdvehicle as the network lead vehicle in conjunction with designating thefirst vehicle as an additional network trail vehicle of the datanetwork.

In an embodiment where the vehicles are rail vehicles (e.g.,locomotives) in a rail vehicle consist, a communication method compriseslinking the plurality of rail vehicles (e.g., locomotives) to establisha data network. The method further comprises designating a first railvehicle (e.g., a first locomotive) of the plurality of rail vehicles(e.g., locomotives) as a network lead rail vehicle (e.g., network leadlocomotive) of the data network. The method further comprisesdesignating a second rail vehicle (e.g., a second locomotive) of theplurality of locomotives or other rail vehicles as a network trail railvehicle (e.g., network trail locomotive) of the data network. The methodfurther comprises communicating network data between the plurality ofrail vehicles (e.g., locomotives) based at least in part on the firstrail vehicle (e.g., first locomotive) designated as the network leadrail vehicle (e.g., network lead locomotive) and the second rail vehicle(e.g., second locomotive) designated as the network trail rail vehicle(e.g., network trail locomotive).

In another embodiment, the method further comprises controllingoperations of at least one of the plurality of rail vehicles (e.g.,locomotives) based on the network data that is communicated.

In another embodiment, the method further comprises designating all railvehicles (e.g., locomotives) of the plurality of rail vehicles (e.g.,locomotives) other than the first rail vehicle (e.g., first locomotive)as network trail rail vehicles (e.g., network trail locomotives) andcommunicating the network data between the plurality of rail vehicles(e.g., locomotives) based at least in part on said all rail vehicles(e.g., locomotives) of the plurality of rail vehicles (e.g.,locomotives) other than the first rail vehicle (e.g., first locomotive)designated as the network trail rail vehicles (e.g., network traillocomotives).

In another embodiment of the method, the first rail vehicle (e.g., firstlocomotive) is designated as the network lead rail vehicle (e.g.,network lead locomotive) based on one or more positions of one or moreof the rail vehicles (e.g., locomotives) in the consist.

In another embodiment of the method, the first rail vehicle (e.g., firstlocomotive) is designated as the network lead rail vehicle (e.g.,network lead locomotive) based on the first rail vehicle (e.g., firstlocomotive) being a leading rail vehicle (e.g., leading locomotive) ofthe consist in a designated direction of travel of the consist.

In another embodiment of the method, the first rail vehicle (e.g., firstlocomotive) is designated as the network lead rail vehicle (e.g.,network lead locomotive) based on a sequence of rail vehicles (e.g.,locomotives) added to the consist.

In another embodiment of the method, the steps of designating the firstrail vehicle (e.g., first locomotive) as network lead rail vehicle(e.g., network lead locomotive) and designating the second rail vehicle(e.g., second locomotive) as the network trail rail vehicle (e.g.,network trail locomotive) are carried out automatically subsequent tothe plurality of rail vehicles (e.g., locomotives) being linked toestablish the data network.

In another embodiment of the method, the step of designating the firstrail vehicle (e.g., first locomotive) as the network lead rail vehicle(e.g., network lead locomotive) comprises configuring the first railvehicle (e.g., first locomotive) for operations as the network lead railvehicle (e.g., network lead locomotive) and communicating statusinformation indicative of the first rail vehicle (e.g., firstlocomotive) designated as the network lead rail vehicle (e.g., networklead locomotive) to the second rail vehicle (e.g., second locomotive),and configuring the second rail vehicle (e.g., second locomotive) foroperations as the network trail rail vehicle (e.g., network traillocomotive).

In another embodiment, the method further comprises the first railvehicle (e.g., first locomotive), responsive to the designation of thefirst rail vehicle (e.g., first locomotive) as the network lead railvehicle (e.g., network lead locomotive), at least one of configuringplural services available to entities in the data network orcoordinating data traffic in the data network. In another embodiment ofthe method, configuring the plural services comprises at least one ofstoring, creating, or updating at least one master routing table of theservices.

In another embodiment, the method further comprises the first railvehicle (e.g., first locomotive) controlling transitioning servicesbetween the plurality of rail vehicles (e.g., locomotives).

In another embodiment, the method further comprises the first and secondrail vehicles (e.g., first and second locomotives) communicating setupdata to one another. The first rail vehicle (e.g., first locomotive) isdesignated as the network lead rail vehicle (e.g., network leadlocomotive) and the second is designated as the network trail railvehicle (e.g., network trail locomotive) based at least in part on thesetup data. The step of communicating the setup data is carried outautomatically subsequent to the plurality of rail vehicles (e.g.,locomotives) being linked to establish the data network.

In another embodiment, the method further comprises, subsequent to athird locomotive or other rail vehicle being added to the consist:communicating setup data at least between the third locomotive (or otherrail vehicle) and the first rail vehicle (e.g., first locomotive); andbased on the setup data, either: designating the third locomotive (orother rail vehicle) as an additional network trail rail vehicle (e.g.,additional network trail locomotive) of the data network; or designatingthe third locomotive (or other rail vehicle) as the network lead railvehicle (e.g., network lead locomotive) in conjunction with designatingthe first rail vehicle (e.g., first locomotive) as an additional networktrail rail vehicle (e.g., additional network trail locomotive) of thedata network.

Another embodiment relates to a communication system (e.g., for avehicle consist) comprising a first controller unit configured foroperative coupling in a first vehicle. The first controller unit isconfigured, when the first vehicle is linked with one or more secondvehicles in a data network of a consist, to designate one of the firstvehicle or one of the one or more second vehicles as a network leadvehicle of the data network and to designate all other vehicles in theconsist as network trail vehicles of the data network. The firstcontroller unit is further configured to control communications ofnetwork data between the first vehicle and the one or more secondvehicles based at least in part on the network lead vehicle and networktrail vehicle designations.

In another embodiment of the communication system, the first controllerunit is configured to designate the network lead vehicle and the networktrail vehicles according to at least one parameter of the consist. Theat least one parameter comprises one or more of a position of the firstvehicle relative to the one or more second vehicles in the consist, asequence of vehicles added to the consist, or an identification of whichvehicle in the consist is a leading vehicle of the consist in adesignated direction of travel.

In another embodiment of the communication system, the first controllerunit is configured to automatically control communication of setup databetween the first vehicle and the one or more second vehicles subsequentto establishment of the data network in the consist. The firstcontroller unit is configured to designate the network lead vehicle andthe network trail vehicles based at least in part on the setup data. Inanother embodiment of the communication system, the first controllerunit is configured to designate the network lead vehicle and the networktrail vehicles according to at least one parameter of the consist.Further, information of the parameter is included in the setup data, andthe at least one parameter comprises one or more of a position of thefirst vehicle relative to the one or more second vehicles in theconsist, a sequence of vehicles added to the consist, or anidentification of which vehicle in the consist is a leading vehicle ofthe consist in a designated direction of travel.

In another embodiment of the communication system, the first controlleris configured, when the first vehicle is designated as the network leadvehicle, to at least one of configure plural services available toentities in the data network or coordinate data traffic in the datanetwork.

Another embodiment relates to a communication system (e.g., for a trainor other rail vehicle consist) comprising a first controller unitconfigured for operative coupling in a first rail vehicle (e.g., a firstlocomotive). The first controller unit is configured, when the firstrail vehicle (e.g., first locomotive) is linked with one or more secondrail vehicles (e.g., one or more second locomotives) in a data networkof a consist, to designate one of the first rail vehicle (e.g., firstlocomotive) or one of the one or more second rail vehicles (e.g., one ofthe one or more second locomotives) as a network lead rail vehicle(e.g., network lead locomotive) of the data network and to designate allother rail vehicles (e.g., locomotives) in the consist as network trailrail vehicles (e.g., network trail locomotives) of the data network. Thefirst controller unit is further configured to control communications ofnetwork data between the first rail vehicle (e.g., first locomotive) andthe one or more second rail vehicles (e.g., one or more secondlocomotives) based at least in part on the network lead rail vehicle(e.g., network lead locomotive) and network trail rail vehicle (e.g.,network trail locomotive) designations.

In another embodiment of the communication system, the first controllerunit is configured to designate the network lead rail vehicle (e.g.,network lead locomotive) and the network trail rail vehicles (e.g.,network trail locomotives) according to at least one parameter of theconsist. The at least one parameter comprises one or more of a positionof the first rail vehicle (e.g., first locomotive) relative to the oneor more second rail vehicles (e.g., one or more second locomotives) inthe consist, a sequence of rail vehicles (e.g., locomotives) added tothe consist, or an identification of which locomotive or other railvehicle in the consist is a leading locomotive or other rail vehicle ofthe consist in a designated direction of travel.

In another embodiment of the communication system, the first controllerunit is configured to automatically control communication of setup databetween the first rail vehicle (e.g., first locomotive) and the one ormore second rail vehicles (e.g., one or more second locomotives)subsequent to establishment of the data network in the consist. Thefirst controller unit is configured to designate the network lead railvehicle (e.g., network lead locomotive) and the network trail railvehicles (e.g., network trail locomotives) based at least in part on thesetup data. In another embodiment of the communication system, the firstcontroller unit is configured to designate the network lead rail vehicle(e.g., network lead locomotive) and the network trail rail vehicles(e.g., network trail locomotives) according to at least one parameter ofthe consist. Further, information of the parameter is included in thesetup data, and the at least one parameter comprises one or more of aposition of the first rail vehicle (e.g., first locomotive) relative tothe one or more second rail vehicles (e.g., one or more secondlocomotives) in the consist, a sequence of rail vehicles (e.g.,locomotives) added to the consist, or an identification of whichlocomotive or other rail vehicle in the consist is a leading locomotiveor other rail vehicle of the consist in a designated direction oftravel.

In another embodiment of the communication system, the first controlleris configured, when the first rail vehicle (e.g., first locomotive) isdesignated as the network lead rail vehicle (e.g., network leadlocomotive), to at least one of configure plural services available toentities in the data network or coordinate data traffic in the datanetwork.

In another embodiment of a communication system, the communicationsystem comprises a first controller unit configured for operativecoupling in a first vehicle. The first controller unit is configured,when the first vehicle is linked with one or more second vehicles in adata network of a consist, to enter a first designated mode of operationresponsive to communications between the first vehicle and the one ormore second vehicles for selecting the first vehicle to operate in thefirst designated mode of operation and the one or more second vehiclesto operate in a different, second designated mode of operation. Thefirst controller unit is further configured, when in the firstdesignated mode of operation, to at least one of: coordinate datatraffic in the data network of the consist; and/or configure and manageservices available to plural entities of the data network of theconsist.

In another embodiment of a communication system, the communicationsystem comprises a first controller unit configured for operativecoupling in a first locomotive or other first rail vehicle. The firstcontroller unit is configured, when the first locomotive (or other firstrail vehicle) is linked with one or more second vehicles (e.g., one ormore second locomotives) in a data network of a consist, to enter afirst designated mode of operation responsive to communications betweenthe first locomotive (or other first rail vehicle) and the one or moresecond rail vehicles (e.g., one or more second locomotives) forselecting the first rail vehicle (e.g., first locomotive) to operate inthe first designated mode of operation and the one or more second railvehicles (e.g., one or more second locomotives) to operate in adifferent, second designated mode of operation. The first controllerunit is further configured, when in the first designated mode ofoperation, to at least one of: coordinate data traffic in the datanetwork of the consist; and/or configure and manage services availableto plural entities of the data network of the consist.

In an embodiment, a method for communications in a vehicle consist(e.g., a locomotive or other rail vehicle consist) comprises determiningthat a first vehicle in the vehicle consist (e.g., a first locomotive orother first rail vehicle) has a network address (e.g., a first IPaddress) that is the same as a network address (e.g., a second IPaddress) of a second vehicle in the vehicle consist (e.g., a secondlocomotive or other second rail vehicle). The method further comprisesidentifying a first unused network address (e.g., generating,calculating, determining, or the like), and communicating signals forassignment of the first unused network address to one of the firstvehicle or the second vehicle. By referring to a vehicle having anetwork address, this includes: the vehicle itself having the networkaddress associated with the vehicle; and/or that a component of thevehicle capable of network communications has the network addressassigned, determined, or otherwise associated with it.

In another embodiment, the method further comprises assigning thenetwork address of the first vehicle and/or the network address of thesecond vehicle based on a first MAC (media access control) addressassociated with a data network of the vehicle consist. (In other words,according to one aspect, the first and second network addresses may beinitially generated based on the first MAC address.) The unused networkaddress is identified based on a different, second MAC addressassociated with the data network.

In another embodiment, the method further comprises identifying a secondunused network address based on the second MAC address, andcommunicating second signals for assignment of the second unused networkaddress to the other of the one of the first vehicle or the secondvehicle (i.e., to whichever of the vehicles was not assigned the firstunused network address).

In another embodiment, the method further comprises determining adifference between dynamic (i.e., changing or changeable) operationalstates of network equipment (e.g., signal levels) of the first vehicleand network equipment of the second vehicle. The first unused networkaddress is determined based at least in part on the difference that isdetermined.

In another embodiment, the method further comprises determining adifference between dynamic operational states of network equipment ofthe first vehicle and network equipment of the second vehicle, whereinthe first vehicle or the second vehicle to which the first unusednetwork address is assigned is selected based at least in part on thedifference that is determined.

In another embodiment, the method further comprises assigning thenetwork address of the first vehicle and/or the network address of thesecond vehicle based at least in part on at least one vehicle identifierassociated with at least one of the first vehicle or the second vehicle.For example, the vehicle identifiers may be locomotive road numbers,automobile VIN's, fleet numbers, license plate numbers, or the like.

In another embodiment, the method further comprises communicating datato the first vehicle and/or to the second vehicle based on the firstunused network address assigned to the first vehicle or the secondvehicle and on the network address of the other of the first vehicle orthe second vehicle.

In another embodiment, the method further comprises controlling thevehicle consist for movement along a route based on the data that iscommunicated to the first vehicle and/or the second vehicle.

In another embodiment, the first unused network address that is assignedto the first vehicle or the second vehicle and the network address ofthe other of the first vehicle or the second vehicle are associated witha same subnet (e.g., WAN-type subnet) of a data network of the vehicleconsist.

In another embodiment, the first unused network address is identified bylistening to a channel of a data network of the vehicle consist (e.g.,processing incoming data indicative that the unused network address isavailable).

In another embodiment, a method for communications in a vehicle consist(e.g., a locomotive or other rail vehicle consist) comprises determining(e.g., calculating, identifying, allocating, or the like) a firstnetwork address (e.g., a first IP address) for a first vehicle in thevehicle consist (e.g., a first locomotive or other first rail vehicle)and a second network address (e.g., a second IP address) for a secondvehicle in the vehicle consist (e.g., a second locomotive or othersecond rail vehicle). The first vehicle and the second vehicle arelinked in a data network. The method further comprises identifying aconflict between the first network address and the second networkaddress. For example, the conflict might be that the first networkaddress is the same as the second network address. Responsive toidentifying the conflict, the method further comprises selecting thefirst vehicle for network address re-assignment (i.e., one of the firstvehicle or the second vehicle is selected, and in this example it is thefirst vehicle that is selected). The method further comprisesdetermining a third network address that is not in conflict with thesecond network address of the second vehicle, and assigning the thirdnetwork address to the first vehicle in place of the first networkaddress. Data is communicated in the data network based at least in parton the second network address and the third network address.

In another embodiment, the first network address and the second networkaddress are determined based on a first MAC address associated with thedata network. The third network address is determined based on adifferent, second MAC address associated with the data network.

In another embodiment, the method further comprises identifying a fourthnetwork address based on the second MAC address, and assigning thefourth network address to the second vehicle in place of the secondnetwork address.

In another embodiment, the method further comprises determining at leastone of the first network address, the second network address, or thethird network address based at least in part on at least one vehicleidentifier associated with at least one of the first vehicle or thesecond vehicle.

In another embodiment, the method further comprises controlling thevehicle consist for movement along a route based on the data that iscommunicated.

In another embodiment, a method for communications in a vehicle consist(e.g., a locomotive or other rail vehicle consist) comprises determiningthat a first vehicle in the vehicle consist (e.g., a first locomotive orother first rail vehicle) has a first network address that is the sameas a second network address of a second vehicle in the vehicle consist(e.g., a second locomotive or other second rail vehicle). The firstvehicle and the second vehicle are linked in a network. The methodfurther comprises identifying an unused network address of the network,and communicating signals for assignment of the unused network addressto one of the first vehicle or the second vehicle.

In another embodiment of the method, the determining step isautomatically carried out responsive to when the first and secondvehicles are linked and communicate to establish the network.

In another embodiment, the method further comprises, at the one of thefirst vehicle or the second vehicle to which the signals arecommunicated, using the unused network address in place of the firstnetwork address or the second network address, as applicable, forcommunications in the network.

In another embodiment, a method for communications in a vehicle consist(e.g., a locomotive or other rail vehicle consist) comprises generatingfirst and second network addresses for first and second vehicles in theconsist, respectively, based on at least one of vehicle identifiersrespectively associated with the first and second vehicles and/or afirst MAC address associated with a data network. (The vehicles of thevehicle consist are linked to form the data network, for datacommunications with the consist.) The method further comprises, if thefirst and second network addresses are the same: generating third andfourth network addresses for the first and second vehicles,respectively, based on a different, second MAC address associated withthe data network (e.g., the third and fourth network addresses are usedin place of the first and second network addresses); and/or determininga third network address that is different from the first and secondnetwork addresses, and assigning the third network address to the firstvehicle or to the second vehicle.

Another embodiment relates to a system for communications in a vehicleconsist (e.g., a locomotive or other rail vehicle consist). The systemcomprises a conflict determination module configured for communicationwith a first vehicle (e.g., a first locomotive or other first railvehicle) having a first network address (e.g., a first IP address) and asecond vehicle (e.g., a second locomotive or other second rail vehicle)having a second network address (e.g., a second IP address). Theconflict determination module is further configured to determine if thefirst network address is the same as the second network address. Thesystem further comprises a control module configured for deployment onat least one of the first vehicle or the second vehicle and furtherconfigured to identify an unused network address. The control module isconfigured to assign the unused network address to one of the firstvehicle or the second vehicle if the conflict determination moduledetermines that the first network address is the same as the secondnetwork address.

In another embodiment of the system, the conflict determination moduleand the control module are integrated into a single unit.

In another embodiment of the system, the unused network address isidentified (e.g., determined, generated, or the like) and/or assigned atleast in part by one or more of the following: assessing communicationsof data on a channel of the network for the unused network address;using a different MAC address entry for identifying the unused networkaddress in event of a conflict for the conflicting vehicles; and/orusing signal level or any other dynamic but designated factor indetermining which of the first or second vehicles to communicate thesignals to for assignment of the unused network address.

As noted, in any of the embodiments, the network addresses may be IPaddresses.

Another embodiment relates to a communication method. The methodcomprises, in a vehicle consist comprising a plurality of vehiclesconnected in a data network, storing in a first vehicle of the consist alist of available services that are available across one or more of thevehicles of the consist connected in the data network. For example, theservices may comprise functions that can be performed by availabledevices of the network, which process, communicate, or otherwise usenetwork data. (As noted above, “available” service or device refers to aservice or device that is operably connected for potentially usingnetwork data that is communicated in the data network, not necessarilythat the service or device is currently operational for doing so.) Themethod further comprises, at the first vehicle, communicating firstinformation of the list of available services to other vehicles in theconsist.

In another embodiment, the communication method further comprises, atthe first vehicle, receiving second information of the availableservices, and creating and/or revising the list based on the receivedsecond information.

In another embodiment, the communication method further comprises, atthe first vehicle, periodically transmitting control signals to othervehicles in the consist, and receiving the second information responsiveto the control signals.

In another embodiment, the communication method further comprises one ormore of the vehicles in the consist periodically transmitting the secondinformation to the first vehicle.

In another embodiment, the communication method further comprisesrouting data within the data network of the vehicle consist based on thelist of available services. The method may further comprise controllingthe vehicle consist for travel along a route based at least in part onthe data.

In another embodiment, the communication method further comprisesreceiving a request for the list of available services from a networkdevice in the consist, and communicating the first information to thenetwork device responsive to receiving the request.

In another embodiment, the communication method further comprisesstoring information of available devices that are available across oneor more of the vehicles of the consist connected in the data network.

In another embodiment, the communication method further comprisesstoring, for one or more of the available services, respective failoverinformation indicative of services and/or devices in the data networkthat are substantially equivalent to the one or more of the availableservices. The method further comprises routing data based on thefailover information if one of the one or more available services ceasesto become available. The data may be routed to a different vehicle inthe consist than a designated recipient vehicle of the consist (i.e.,the data may be routed to a vehicle other than the vehicle to which thedata is addressed).

In another embodiment, the communication method further comprisesmonitoring plural available devices of the vehicles of the consist todetermine respective operational statuses of the available devices, andmaintaining the list of available services based at least in part on theoperational statuses of the available devices that are monitored.

In another embodiment of a communication method in a vehicle consistcomprising a plurality of vehicles linked together in a data network,the method comprises monitoring plural available devices of the vehiclesin the consist to determine respective operational statuses of theplural available devices. The method further comprises maintaininginformation of the operational statuses of the plural available devicesin a database, and communicating the information of the operationalstatuses to the plural vehicles in the consist.

In another embodiment, the communication method further comprisesrouting data in the data network of the vehicle consist based at leastin part on the information of the operational statuses of the pluralavailable devices. For example, the data may be routed to a second,substantially equivalent available device of the consist if a firstavailable device to which the data is addressed is non-operational.

In another embodiment of the communication method, monitoring the pluralavailable devices of the vehicles in the consist comprises receivinginformation relating to the plural available devices from the vehicles.Additionally or alternatively, the information of the operationalstatuses may be communicated to the plural vehicles in the consistresponsive to receiving requests from the plural vehicles.

In another embodiment of a communication method in a vehicle consistcomprising a plurality of vehicles linked together in a data network,the method comprises receiving information of respective operationalstatuses of plural available devices and/or services of the vehicles inthe consist. The method further comprises maintaining information of theoperational statuses of the plural available devices and/or services ina database, communicating the information of the operational statuses tothe plural vehicles in the consist, and routing data in the data networkbased at least in part on the information of the operational statuses.

Another embodiment relates to a communication system. The systemcomprises a monitoring device configured for deployment on board avehicle consist having a plurality of vehicles linked together in a datanetwork. The monitoring device is further configured to communicate withplural available devices of the vehicles for determining respectiveoperational statuses of the available devices. The monitoring device isfurther configured to store information of the operational statuses ofthe available devices (e.g., the information may be stored in a databasethat is operably coupled to the monitoring device). The system furthercomprises a signal transmitting device configured for deployment onboard the vehicle consist, and further configured to communicate theinformation of the operational statuses of the available devices to theplural vehicles and/or to route network data based on the information ofthe operational statuses of the available devices.

In another embodiment of the communication system, the signaltransmitting device is configured to route the network data to asubstantially equivalent device of the plural available devices if anavailable device to which the network data is addressed enters a failurestate. As noted above, failure state means incapable of performing adesignated function at all, or incapable of performing the designatedfunction above designated performance level threshold(s).

In another embodiment of the communication system, the monitoring deviceis a simple network management protocol (SNMP) supported router.

Another embodiment relates to a method for communications in a vehicleconsist. The method comprises monitoring respective operational statusesof a plurality of network channels across a plurality of vehicles in theconsist, and routing messages through one or more of the networkchannels in dependence upon the monitored operational statuses of thenetwork channels.

In another embodiment of the method, the plurality of network channelscomprises at least one channel of a first network and at least onechannel of a second network. The first and second networks are at leastlogically distinct.

In another embodiment of the method, the first network and the secondnetwork are established by way of at least one of: the first networkhaving a first physical pathway that is different than a second physicalpathway of the second network; the first network having a first networkkey that is different than a second network key of the second network;and/or the first network having a first data encryption that isdifferent than a second data encryption of the second network.

In another embodiment, the method further comprises splitting themessages across the plurality of network channels, and re-ordering themessages based on a time-stamp to maintain an order of the messages. (Inthe case of plural networks, the messages are split across the pluralnetwork channels of the plural networks.) Splitting includestransmitting some messages across one channel and other messages acrossother channels, and/or transmitting some data packets of a messageacross one channel and other data packets of the message across adifferent, second channel.

In another embodiment, the method further comprises routing the messagesthrough the at least one channel of the first network only, unless theat least one channel of the first network is unavailable, in which casethe method comprises routing the messages through the at least onechannel of the second network.

In another embodiment, the method further comprises filtering duplicatesof the messages and duplicate portions of the messages that are routedover plural of the network channels. More specifically, if incommunicating over the plural network channels message and/or packetduplication occurs, duplicate messages and packets are identified anddeleted.

In another embodiment, the method further comprises maintaining theoperational statuses of the plurality of network channels in a database.In another embodiment, alternatively or additionally, the method furthercomprises communicating the operational statuses to the plurality ofvehicles.

In another embodiment of a method for communications in a vehicleconsist, the method comprises monitoring respective operational statusesof a first network and a second network of the vehicle consist. Thefirst and second networks are at least logically distinct. The methodfurther comprises routing messages through the first network and thesecond network based at least in part on the monitored operationalstatuses of the first network and the second network.

In another embodiment of the method, if the first network and the secondnetwork are operational, the method comprises at least one of routingthe messages through the first network only, or splitting the messagesfor routing over both the first network and the second network. On theother hand, if the first network is non-operational, the messages arerouted through the second network.

In another embodiment of the method, the method further comprisesre-ordering the messages that are split for routing over both the firstnetwork and the second network based on a time-stamp to maintain anorder of the messages.

In another embodiment of the method, the method further comprisesfiltering duplicates of the messages and duplicate portions of themessages that are routed over both the first network and the secondnetwork.

In another embodiment of a method for communications in a vehicleconsist, the method comprises, at a first vehicle of the vehicleconsist, transmitting and/or receiving first signals of a first networkestablished between the first vehicle and one or more second vehicles ofthe vehicle consist. The method further comprises, at the first vehicle,transmitting and/or receiving second signals of a second networkestablished between the first vehicle and one or more second vehicles ofthe vehicle consist. The first and second networks are at leastlogically distinct. In another embodiment, a system comprises acommunication unit comprising one or more hardware and/or softwaremodules configured for transmitting and/or receiving first and secondsignals according to: at a first vehicle of the vehicle consist,transmitting and/or receiving first signals of a first networkestablished between the first vehicle and one or more second vehicles ofthe vehicle consist; and at the first vehicle, transmitting and/orreceiving second signals of a second network established between thefirst vehicle and one or more second vehicles of the vehicle consist.

In another embodiment of the method, the first and second networks havea plurality of network channels, and the method further comprisesmonitoring respective operational statuses of the plurality of networkchannels across the plurality of vehicles in the consist, and routingmessages through one or more of the network channels in dependence uponthe monitored operational statuses of the network channels.

In another embodiment, the method further comprises translating thefirst signals for transmission as the second signals over the secondnetwork.

In another embodiment, the method further comprises tracking whether thefirst network and the second network are operational in the secondvehicles, and routing the first signals and/or the second signals basedon the tracking.

Another embodiment relates to a system for communications in a vehicleconsist. The system comprises a routing unit configured forcommunication across a first plurality of communication channelsassociated with a first vehicle of the vehicle consist and a secondplurality of communication channels associated with a second vehicle ofthe vehicle consist. The routing unit is configured for deployment onboard one of the first vehicle or the second vehicle. The routing unitis further configured for routing a message through at least one of thefirst plurality of communication channels and at least one of the secondplurality of channels in dependence upon respective operational statusesof the first and second pluralities of communication channels.

In an embodiment, a system includes a routing unit (data router) havingan electrical output and communication circuitry coupled to theelectrical output. The electrical output is configured for electricalconnection inside a first vehicle to an inter-vehicle infrastructurethat interconnects the first vehicle to a second vehicle in a vehicleconsist. The routing unit is configured to route data across theinter-vehicle infrastructure over at least first and second logicallyseparate networks, based on respective determined operational statusesof the first and second logically separate networks.

In an embodiment, a system includes a routing unit having an electricaloutput and communication circuitry coupled to the electrical output. Theelectrical output is configured for electrical connection inside a firstvehicle to an inter-vehicle infrastructure that interconnects the firstvehicle to a second vehicle in a vehicle consist. The routing unit isconfigured to route data across the inter-vehicle infrastructure over atleast first and second logically separate networks, based on respectivedetermined operational statuses of the first and second logicallyseparate networks. The routing unit is configured to communicate overthe first logically separate network using network data addresses havinga most-significant bit-group with a first network prefix and tocommunicate over the second logically separate network using networkdata addresses having the most-significant bit-group with a secondnetwork prefix that is different than the first network prefix.

Although embodiments are set forth herein in regards to routertransceiver units, aspects of such embodiments may also be applicable torouters/routing units more generally.

This written description uses examples to disclose several embodimentsof the invention, including the best mode, and also to enable any personskilled in the art to practice the embodiments of invention, includingmaking and using any devices or systems and performing any incorporatedmethods. The patentable scope of the invention is defined by the claims,and may include other examples that occur to one of ordinary skill inthe art. Such other examples are intended to be within the scope of theclaims if they have structural elements that do not differ from theliteral language of the claims, or if they include equivalent structuralelements with insubstantial differences from the literal language of theclaims.

What is claimed is:
 1. A system comprising: a router transceiver unithaving an electrical output and communication circuitry coupled to theelectrical output and configured for communication across at least onefirst communication channel of a first vehicle of a vehicle consist andat least one second communication channel of at least a second vehicleof the vehicle consist; wherein the router transceiver unit isconfigured for electrical attachment of the electrical output to aninter-vehicle infrastructure of the vehicle consist; wherein the routertransceiver unit is further configured for routing data onboard thevehicle consist through the at least one first communication channel andthe at least one second communication channel in dependence uponrespective determined operational statuses of the at least one firstcommunication channel and the at least one second communication channel;and wherein the router transceiver unit is configured for the at leastone first communication channel and the at least one secondcommunication channel to simultaneously function over said inter-vehicleinfrastructure.
 2. The system of claim 1, wherein the infrastructureincludes a multiple-unit cable that interconnects the first vehicle andthe second vehicle of the vehicle consist.
 3. The system of claim 2,wherein the router transceiver unit is configured to convert receivedhigh-bandwidth network data into modulated high-bandwidth network datafor transmission over the multiple-unit cable, the modulatedhigh-bandwidth network data being orthogonal to non-network controlinformation transferred over the multiple-unit cable.
 4. The system ofclaim 3, wherein the at least one first communication channel is a firstnetwork and the at least one second communication channel is a secondnetwork that is logically separate from the first network.
 5. The systemof claim 4, wherein the router transceiver unit is configured tocommunicate over the first network using network data addresses having amost-significant bit-group with a first network prefix and tocommunicate over the logically separate second network using networkdata addresses having the most-significant bit-group with a secondnetwork prefix that is different than the first network prefix.
 6. Thesystem of claim 1, wherein the router transceiver unit is configured toisolate and shield the at least one first communication channel and theat least one second communication channel from electrical noise andother interference that occurs over the inter-vehicle infrastructure. 7.The system of claim 1, wherein the at least one first communicationchannel is a first network and the at least one second communicationchannel is a second network that is logically separate from the firstnetwork.
 8. The system of claim 7, wherein the router transceiver unitis configured to communicate over the first network using network dataaddresses having a most-significant bit-group with a first networkprefix and to communicate over the logically separate second networkusing network data addresses having the most-significant bit-group witha second network prefix that is different than the first network prefix.9. The system of claim 7, wherein the router transceiver unit isconfigured to route the data using different encryption schemes tologically separate the first and second networks.
 10. The system ofclaim 7, wherein the first and second networks are established by way ofat least one of: the networks having respective physical pathways thatare different from one another; the networks having respective networkkeys that are different from one another; or the networks havingrespective data encryptions that are different from one another.
 11. Thesystem of claim 1, wherein the router transceiver unit is configured tocommunicate a single message or components thereof simultaneously overthe at least one first communication channel and the at least one secondcommunication channel.
 12. A system comprising: a first routertransceiver unit having a first electrical output and firstcommunication circuitry coupled to the first electrical output, thefirst electrical output electrically connected to a first communicationbus in a first vehicle of a vehicle consist; and a second routertransceiver unit having a second electrical output and secondcommunication circuitry coupled to the second electrical output, thesecond electrical output electrically connected to a secondcommunication bus in a second vehicle of the vehicle consist, whereinthe second communication bus is electrically coupled to the firstcommunication bus in the first vehicle; wherein the first routertransceiver unit and the second router transceiver unit are configuredto communicate data on the first and second communication buses andbetween first vehicle and the second vehicle, over at least first andsecond logically separate networks, in dependence upon respectivedetermined operational statuses of the first and second logicallyseparate networks.
 13. The system of claim 12, wherein the secondcommunication bus is electrically coupled to the first communication busin the first vehicle by a multiple-unit cable, and wherein each of thefirst router transceiver unit and the second router transceiver unit isconfigured to convert received high-bandwidth network data intomodulated high-bandwidth network data for transmission over themultiple-unit cable, the modulated high-bandwidth network data beingorthogonal to non-network control information transferred over themultiple-unit cable.
 14. The system of claim 13, wherein each of thefirst router transceiver unit and the second router transceiver unit isconfigured to communicate over the first logically separate networkusing network data addresses having a most-significant bit-group with afirst network prefix and to communicate over the second logicallyseparate network using network data addresses having themost-significant bit-group with a second network prefix that isdifferent than the first network prefix.
 15. The system of claim 12,wherein each of the first router transceiver unit and the second routertransceiver unit is configured to communicate over the first logicallyseparate network using network data addresses having a most-significantbit-group with a first network prefix and to communicate over the secondlogically separate network using network data addresses having themost-significant bit-group with a second network prefix that isdifferent than the first network prefix.
 16. The system of claim 12,wherein the first and second logically separate networks are establishedby way of at least one of: the networks having respective physicalpathways that are different from one another; the networks havingrespective network keys that are different from one another; or thenetworks having respective data encryptions that are different from oneanother.
 17. A system comprising: a controller configured to be disposedonboard a first vehicle in a vehicle consist that includes the firstvehicle and one or more remote vehicles, the controller configured toremotely control operation of the one or more remote vehicles to controlmovement of the vehicle consist; and a brake sensing device configuredto be disposed onboard the vehicle consist and to measure characteristicof an air brake system of the vehicle consist, wherein the controller isconfigured to store the characteristic of the air brake system that ismeasured by the brake sensing device and to communicate over at leasttwo logically distinct networks that share an individual infrastructurethe characteristic of the air brake system to at least one of the remotevehicles for storage onboard the at least one of the remote vehicles,and wherein, responsive to a fault at the controller that causes loss ofthe characteristic of the air brake system at the controller, thecontroller is configured to receive over the at least two logicallydistinct networks that share an individual infrastructure, from the atleast one of the remote vehicles, the characteristic of the air brakesystem that was communicated from the controller to the at least one ofthe remote vehicles.
 18. The system of claim 17, wherein thecharacteristic of the air brake system includes one or more of airpressure in the brake system, a rate of air flow in the brake system, abraking force of the brake system, a temperature of the brake system, atemperature of the vehicle consist, or a volume of air in the brakesystem.
 19. The system of claim 17, wherein the controller also isconfigured to determine a brake effectiveness rating of the air brakesystem using the characteristic of the air brake system and thecontroller is configured to prevent the movement of the vehicle consistresponsive to the fault at the controller until at least a time at whichthe characteristic of the air brake system is received from the at leastone of the remote vehicles and the controller determines that the brakeeffectiveness rating exceeds one or more designated thresholds.
 20. Thesystem of claim 17, wherein the controller is configured to communicatethe characteristic of the air brake system to the at least one of theremote vehicles and to receive the characteristic of the air brakesystem from the at least one of the remote vehicles as one or morenetwork data packets via a multiple unit cable extending along thevehicle consist.